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!  "' i"*^ 


Q^i4/6i>c^i^et:^^  ^^,'w4k><Jt^ap^  (9bition. 

**NtMa  turn  doitanda  louru  is  that  Building  :  you  could  not  — 
Placing  New  York's  map  before  you — Hgbt  on  half  so  queer  a  spot." 

^Uch<^  9lo.  1493 
"Em  W^ovaaxOi  ffLikti  on  a  Bicgcle" 


^l^od  tfuvb^  to  me  ^ 


By  KARL  KRON  p*^*-^]  ■ 

AuTHOs  OF  "Four  Years  at  Yalb,  by  ▲  GraiwKJb  of  5)C/I        ' 





1887  -•*-     \^' 




R  1927  L 


Mn  BitlUHSdtg 

(thb  very  best  dog  whose  presence  ever  blessed  this  planet) 



HAD    HE    EVER    LIVED    TO 



CoiirrigbUd,  1884. 
.1  lf»^ai^Fuuu^:\: 

MMotMluraA.  188|.r, 
1^  tiw  BrsmapiBUi  Puniaa  Ooa»«H?, 

Assumptions  for  a  special 
class  of  travelers. 


-  .  I  Thb  is  a  book  of  America»  roads,  for  men  who  travel  on  the  bicycle.  Its 
Scope  of  the\  j^^^  .^  ^^^  ^^  ^  gaxetteer,  a  dictionary,  a  cydopsedia,  a  sUtistical  guide,  a 
volum€,  I  thesaurus  of  facts.  The  elaborateness  of  its  indexing  shows  that  it  is  designed 
teas  for  reading  than  for  reference,— less  for  amusement  than  for  instruction,— and  debars  any  one 
from  objeaing  to  the  multiplicity  of  its  details.  No  need  exists  for  a  weary  wading  through  the 
mass  of  these  by  any  seeker  for  special  knowledge.  The  information  which  he  wants  can  be 
found  at  ooce,  if  contained  in  the  book  at  all ;  and  the  pages  which  do  not  interest  him  can  be 

left  severely  alone. 

In  reporting  my  own  travels,  I  have  assumed  that  the  reader 
(as  a  bicycler  who  may  plan  to  ride  along  the  same  routes)  desires 
to  know  just  what  I  was  most  desirous  of  having  advance  knowl- 
edge of,  in  every  case ;  and  I  have  tried  to  tell  just  those  things,  in  the  simplest  language  and 
the  moJt  compact  form.  I  have  accounted  no  fact  too  trivial  for  record,  if  it  could  conceiv- 
ahiy  help  or  interest  wheelmen  when  touring  in  the  locality  to  which  it  relates ;  and  I  insist  that 
no  critic,  save  one  whose  road^xperience  makes  him  more  compeunt  than  I  am  to  predict  what 
nch  tooristt  want  to  know,  has  any  right  to  censure  me  on  this  account,  as  "  lacking  a  sense  of 
penpective."  My  power  to  please  these  particular  people,  by  oflEering  them  these  microscopic 
details,  can  be  proved  by  experiment  only  ;  but  I  object  in  advance  to  having  any  one  meanwhile 
misrepresent  me  as  endeavoring  to  please  people  in  general.  "  The  general  reader  |'  may  justly 
demaod  of  the  critic  that  he  give  warning  against  a  writer-of-travels,  as  well  as  against  a  novel- 
ktorvene-maker,  who  is  so  precise  and  exhaustive  as  to  be  tedious;  but  a  chronicler  who 
avowedly  seeks  to  be  precise  and  exhaustive,  in  compiling  a  special  sort  of  gaietteer.—and  who 
ifisdaims  any  desire  of  restricting  its  scope  to  points  which  are  salient  and  notably  significant 
and  universally  interesting,— nuy  as  justly  demand  of  the  critic  that  he  do  not  condemn  the 
work  "  because  unsuiied  to  the  geperal  reader." 

Fairwamingsfor'Uhe\  ^.^"^S*'?*  ^^^  latter  all-powerful  personage.  I  recognize  that 

f         f     it  ^w  money  is  as  good  as  anybody's  " ;  and  I  mtend,  madentally, 

general  reader.         |  ^^  ^jj  ^^^  ^  ^^^^  ^^^^  ^p.^^  ^^  ^^^  j^j^ .  ^^^  j  ^^  y^^^  ^yoX, 

he  shall  buy  it  with  his  eyes  open,  if  he  buys  it  at  all,  and  shall  have  no  pretext  for  pretending  that 
I  catered  to  his  taste  in  preparing  it,  or  relied  upon  his  patronage  in  making  it  a  success.  I  aim, 
rather,  to  pique  his  curiosity  by  proving  that  profit  may  be  gained,  in  defiance  of  him,  from  the 
support  of  a  world  of  readers  whose  existence  he  never  dreamed  of ;  and  I  expect  that,  when- 
ever his  curiosity  forces  him  to  pay  me  tribute,  in  order  to  study  the  manners  and  customs  of 
tfaoae  readers  who  inhalnt  this  new  "  world  on  wheels,''  he  will  be  civil  enough  to  remember 
the  motive  which  induced  his  expenditure,  and  to  refrain  from  reviling  me  as  having  baited  him 
in  by  false  pretences,  or  failed  to  give  him  his  money's  worth.  As  regards  "  the  genera] 
reader,"  then,  I  say :  "  Cavtai  emptor !  Having  paid  up,  let  hun  shut  up !  If  I  welcome 
him  to  my  show,  it  is  avowedly  ios  no  other  reason  than  that  his  coin  may  help  fill  the  yawning 
diasm  at  my  banker's.  I  have  not  planned  the  performance  to  please  him,  nor  have  I  varied  my 
ideal  of  it  one  iota  to  avoid  the  danger  of  his  derision.  I  shall  be  glad,  incidentally,  to  win  his 
good>wiIl ;  but,  if  his  ill-will  be  aroused  instead,  I  protest  against  his  proclaiming  it  in  such  way 
as  to  obscure  this  truth:  that  what  I  chiefly  aim  to  win  is  the  good-will  of  the  3000  wheelmen 
who  hxn  subscribed  to  my  scheme  in  advance,  and  of  the  300,000  wheelmen  whom  those  sub- 

*'  Well-written  and  readable  beyond  the  common  "  was  the  verdict 
which  the  reviewer  of  the  Times  passed  upon  my  opening  chapter,  when 
it  first  appeared,  in  a  magarine,  four  years  ago ;  but  I  have  not  en- 

Attempts  at  verbal 

deavored  to  make  any  of  my  regular  touring  reports  "  readable/'  to  the  uninitiated,  save  only 

An  autobiography  be- 
tween the  lines. 


regretted,  there  goes  along  with  it  the  conciliatory  notion  of  a  life  which  has  won  nothing  worthy 
of  public  boast,  and  which  expects  no  public  honor  in  the  future.  "  The  personal  element/' 
as  Professor  Sill  says,  "  need  not  be  in  the  least  an  egotistic  intrusion  of  self.'* 

Incidentally,  then,  the  volume  is  a  sort  of  autobiography,  and  its 
vitality  would  be  destroyed  if  "the  personal  equation "  could  be 
eliminated.  The  complexity  and  far-reaching  relationship  of  mun- 
dane affairs  are  oddly  shown  by  this  example  of  how  sincerity  and  thoroughness,  even  when 
applied  to  so  remote  and  impersonal  an  object  as  reporting  the  roads  of  a  continent,  have  powef 
to  reflexively  exhibit  the  reporter's  habits  and  character.  As  regards  myself,  this  tnith  became 
early  evident,  that  the  wheelmen  who  were  pleased  with  my  printed  facts  about  touring,  soon 
grew  to  have  a  feeling  of  acquaintanceship  with  the  narrator  of  them,  coupled  with  a  friendly 
curiosity.  While  at  work,  in  their  thousand  separate  ways,  men  may  hate  their  business-com- 
petitors and  feel  bored  by  non-competitors  who  insist  on  "  talking  shop  "  ;  but,  at  play,  they  ar« 
on  common  ground,  and  can  never  hear  too  much  said  in  praise  of  the  particular  hobby  which 
has  the  ability  to  delight  their  hearts.  Reflecting  on  this,  the  notion  gradually  possessed  me  that 
my  own  popularity,  as  a  representative  spokesman  among  those  players  whose  hobby  is  the  bicy- 
cle, might  be  great  enough  to  try  to  conjure  with.  Hence  it  happens  that— considering  how  my 
life,  with  all  its  trials  and  troubles,  has  been  a  rather  amusing  experience — I  now,  on  reaching 
the  end  of  it  (since  the  fun  of  the  thing  must  needs  be  finished  at  forty),  print  this  plain  record 
of  the  things  which  have  amused  me  most. 

I  do  it  as  a  duty, — "pour  encourager  Us  asdres  ";  but  I  do  it 
because  I  believe  "  the  others  "  will  pay  me  well  for  "  encouraging  " 
them.  I  do  it  to  make  money.  Yet,  as  almost  all  books  are  written 
as  a  matter  of  vanity,  I  fear  few  people  will  believe  me  when  I  declare  that  this  one  is  written  as 
a  matter  of  business ;  and  that  its  chief  significance,  so  far  as  concerns  the  outside  world,  is  as  a 
unique  business  enterprise,  rather  than  as  a  literary  curiosity.  In  the  latter  category  I  think  it 
might  also  stand  alone,  as  I  am  not  aware  of  any  previous  **  autograph  edition  "  approaching  in 
magnitude  to  3600  volumes, — "  each  one  specially  numbered,  signed  and  addressed  to  nearly  that 
many  individual  subscribers," — ^though  possibly  the  records  of  bibliography  may  show  such  a 
phenomenon.  But  it  is  certain  that  from  the  day  when  the  crew  of  Noah  won  the  great  human 
race,  by  boating  in  the  Ark,  this  planet  of  ours  has  known  no  sport  or  pastime  of  such  absorb- 
ingly personal  interest  as  would  enable  an  obscure  and  self-appointed  representative  of  it  to  per- 
suade 3000  strangers,  scattered  all  over  the  globe,  that  they  pledge  their  money  to  him  for  con- 
structing a  monumental  record  of  their  enthusiasm. 

Praise  tiot  sought  for^ 
but  money. 

Unique  power  of  the  cy- 
cling- enthusiasm. 

Though  all  the  other  pages  in  this  volume  be  judged  of  no  im- 
portance, those  serried  columns  of  subscribers'  names  (pp.  734.796) 
will  stand  as  an  everlastingly  significant  record  of  the  strength  of 
human  sympathy.  Appealing  simply  to  this  sentiment, — working  alone  and  single-handed  with 
my  pen  (literally,  left-handed,  during  the  third  year  of  the  struggle),— paying  no  money  to  the 
press  for  advertisements,  and  offering  no  premiums  or  discounts  or  rewards  of  any  sort  to  private 
canvassers,  I  have  done  a  thing  which  the  most  powerful  publishing  house  in  the  world,  resort- 
ing to  the  vast  machinery  of  the  organized  book-trade,  would  have  been  quite  unable  to  do.  No 
other  American  (with  the  possible  exception  of  the  man  who  founded  the  Pope  Manufacturing 
Company,  for  the  making  of  bicycles,  at  a  time  when  all  the  wise-heads  thought  such  conduct 
the  wildest  folly)  has  staked  as  much  as  I  have  thus  staked  upon  a  belief  in  the  permanence  and 
**  potentiality  "  of  cycling.  I  recognized  it  as  an  absolutely  new  thing  under  the  sun,  in  the 
sense  of  binding  its  votaries  together  by  a  stronger  personal  sympathy  than  any  sport  previously 
known  in  the  world.  The  men  who  like  yachting  and  boating  and  ball-playing  and  fishing  and 
shooting  and  horse-racing,  and  other  less  prominent  diversions,  have  an  incomparably  smaller  in- 
terest in  one  another  as  fellow-sportsmen.  No  competent  and  candid  critic  can  deny  that  I  have 
impressively  proved  this,  when  he  seriously  reflects  upon  the  utter  impossibility  of  any  other 
unknown  enthusiast's  persuading  3000  strangers  to  each  "  pat  up  a  dollar,"  out  of  mere  senti- 
mental regard  for  any  other  sport. 

7TU  selling  afyxfloo  hooks 
less  notabU  than  Uupled^ 
ing^  o/2poo  subscribers. 

Business  necessity  of  my 
fersotuU  revelations. 

PREFACE.  vii 

Henoe  I  say  that  my  longest  tour  on  the  wheel  shrinks 
into  insignificance  beside  this  novel  tour  deforce^ — this  strange 
showing  of  a  world-wide  brotherhood  which  gives  advance-sup- 
porters to  an  unknown  American  book,  not  only  in  every  State 
and  Territory  of  the  Union,  but  400  of  them  outside  it :  in  Canada  and  Great  Britain,  in 
Australia  and  New  Zealand,  in  Continental  Europe,  in  Asiatic  Turkey,  Persia  and  Japan. 
Whether  or  not  I  shall  reap  the  expected  reward  for  this  exploit  (by  pleasing  these  3000  stran- 
gers so  well  that  they  will  quickly  force  a  sale  of  30,000  books  for  me),  experiment  only  can  de- 
cide ;  bnt  I  wish  now  to  record  the  opinion  that,  if  I  do  reap  such  reward,  it  will  not  seem  to 
me  so  phenomenal  a  proof  of  the  peculiarly  personal  power  of  cycling  enthusiasm  as  docs  this 
preliminary  exploit  itself.  I  wish,  too,  that  before  any  critic  hastens,  off  hand,  to  condemn  this 
expectation  as  a  colossal  conceit,  he  will  carefully  consider  whether,  from  his  knowledge  of  the 
hnnian  animal's  indisposition  to  pledge  money  for  anything  unknown,  my  scheme  for  selling 
3o,ocn  books,  by  a  simple  appeal  to  the  friendly  sentiment  of  3000  strangers,  is  really  so  unbusi- 
ness-like  and  unpromising  and  unreasonable,  as  was  my  first  step  for  proving  the  substantial  sym- 
pathy of  those  3000. 

I  have  a  right  to  insist  that  that  solid  plialanx  of  supporters 
shall  never  be  ignored  in  the  judgment  of  any  one  who  assumes 
fairly  to  judge  the  book  which  has  been  produced  by  their  en- 
couragement. While  declaring  that  so  great  a  phalanx  could  not  have  been  summoned,  by  the 
mere  push  of  a  pen,  in  behalf  of  any  other  sport  than  cycling,  I  will  not  affect  a  mock-modest 
belief  that  even  this  phalanx  of  cyclers  could  thus  have  been  summoned,  in  the  absence  of  a  pre- 
vailing opinion  that  there  was  a  man  behind  the  pen.  I  feel,  therefore,  that  I  ought  not  to  be 
censured  or  ridiculed,  because,  as  a  mere  matter  of  business,  I  devote  considerable  fine  type,  in 
Chapter  xxxviii.  (pp.  70Z-733),  to  telling  them  who  this  man  is.  Unless  denial  be  made  in  advance 
that  I  have  any  right  to  persuade  these  people  to  serve  me  freely  as  book-agents,  my  mere  attempt 
to  placate  them,  by  showing  the  sort  of  person  they  are  serving,  cannot  be  condemned.  I  insist 
that  I  am  not  trying  there  to  exhibit  myself  to  other  people ;  and  that  "  the  general  reader  "  is 
not  bound  there  to  search  in  pursuit  of  something  else.-  If  he  be  curious  to  study  "  the  growth 
of  an  idea  "  which  has  (by  imperceptible  gradations,  and  in  spite  of  my  hatred  of  publicity  and 
"business'*)  led  me  into  a  scheme  whose  success  now  demands  that  I  strive  to  make  myself 
the  most  notorious  inhabitant  of  the  "  wheel  world,"  he  can  find  the  full  details  there  given  ; 
but  he  must  remember  that  I  do  not  assume  his  curiosity  in  them,  and  do  not  give  them  for  any 
other  than  a  purely  practical  piupose.  If  I  am  to  sell  30,000  books  without  resorting  to  the  book- 
stores,— without  granting  discounts  to  cycling  tradesmen  or  premiums  to  private  agents, — with- 
out paying  much  advertising  money  to  the  wheel  papers  and  none  at  all  to  the  general  press — it 
is  plainly  incumbent  upon  me  to  tell  my  prospective  assistants  exactly  what  I  want  them  to  do, 
and  exactly  why  I  hope  for  their  help  in  victoriously  violating  the  traditional  rules  of  the  book- 
business.  The  gist  of  my  endeavor  is  to  ensure  conviction  that  the  three  years  demanded  by  this 
book  have  been  spent  solely  in  their  interest, — that  I  have  construaed  it  with  absolute  personal 
independcnoe  and  honesty : 

"  My  motives  pure;  my  satire  free  from  gall ;  chief  of  my  golden  rules  I  this  install : 
*  Malice  temard*  none,  and  charity  for  all. '  " 

It  is  due  to  my  printers  to  say  that,  as  they  have  obeyed  the  contract 
calling  for  close  adherence  to  copy,  even  in  the  smallest  details  of  punctua- 
tion, I  alone  am  responsible  for  variations  in  "  style. "  My  excuse  for  these, 
is,  not  amply  that  the  original  act  of  writing  has  extended  from  '79  to  '86,  but  chiefly  that  the 
electrotyping  itself  has  extended  through  nearly  two  years.  So,  as  my  book  has  grown  farther 
and  farther  beyond  the  limits  first  set  for  it,  I  have  resorted  more  and  more  to  abbreviations  and 
ooodensad  forms  of  expression.  The  proportion  of  fine  type,  too,  has  been  vastly  increased,  and 
the  iodexe*  of  names  have  been  unpleasantly  "  jammed,"  in  a  similar  effort  to  reduce  the  bulk. 
Even  "  Mr."  has  been  banished,  as  not  worth  its  room.    By  two  personal  readings  of  the  proofs, 

Typography  and 


V.  FOUR  SEASONS  ON  A  FORTY-SIX,  84-«4 :  My  broken  elbow  as  a  coracr- 
stone  for  the  League,  24.  First  riding-lesson,  in  Boston,  35.  Early  exploration  of  New  York 
roads,  a6.  First  toar  almost  coincident  with  "A  Wheel  Around  the  Hub,"  36.  Summaries  of 
mibage(74am.  in '79)>  27;  (1474  m.  in '80),  aS ;  (1956  m.  in '80,29;  (1837  m.  in  '83),  30. 
Separate  roadway  and  riding-days,  31.  Trips  by  rail  and  water,  31-33.  Solitude  a  necessity  of 
touring,  34.  Its  charm  shown  by  a  parody  from  Calverley,  34.  (Electro,  in  Mar. ,  ^85 ;  6300 
words.     From  the  IVheetmanj  Feb.,  '83  ;  reprinted  by  Wheel  World,  of  London.) 

VI.  COLUMBIA,  NO.  234,  86-48 :  Unique  experiences  which  makes  its  story  worth 
telling,  35.  My  disclaimer  of  mechanical  knowledge  and  of  partiality,  36.  Wear  and  tear  of 
first  1500  m.,  37.  Durability  of  tires,  38.  Spokes  injured  by  careless  polishing,  38.  Breakings 
of  backbone  and  neck,  39.  Cranks,  cone-bearings  and  new  parts,  40.  Costs  of  repairing,  of 
"  extras,"  of  clothes  and  of  transportation,  41.  Last  days  of  the  machine,  42.  New  backbone 
and  handle-bar,  43,  46.  Miraculous  escape  from  the  mules,  44.  Vain  experiment  at  spoke- 
tightening,  46.  Final  wear  of  tires  and  pedals,  47.  Plan  of  "  rebuilding  "  abandoned  in  favor 
of  "  No.  234,  Jr.,"  47.  Enshrined  as  a  monument  for  wheelmen's  homage,  48.  (Electro,  in 
Mar.,  '85  ;  8600  words,  incl.  500  of  fine  type.  First  half,  from  Wheelman,  Mar.,  '83  ;  second 
half,  from  S^ingjield  Wheelmen's  GaaetU,  Apr.,  '84 ;  reprinted  by  Wheel  World,  July,  84.) 

VII.  MY  234  RIDES  ON  "NO.  234,"  49-«8:  Triolet  for  peace-offering.  49.  Daily 
averages,  49.  First  long  rides,  50.  List  of  50  m.  records  in  '8x,  51.  Coasting,  51.  Long 
stays  in  saddle,  52.  A  blazing  strange  trial  on  Long  Island,  54.  Falls  and  headers,  55.  En- 
counters with  road-hogs,  horses  and  mules,  57.  Thefts  and  mishaps,  57.  Specimens  of  speed 
and  of  hill-climbing,  58.  Weight,  height,  leg-measurement  and  sizes  of  wheels  tried,  59.  Advan- 
tages of  an  under-size  machine,  60.  Tests  of  physique  in  ante-bicycling  days,  61.  Habits 
of  exercise,  bathing  and  eating,  61.  Long  immunity  from  illness,  62.  Sweating  and  drinking, — 
with  some  extra-dry  rhymes  for  the  abstemious  Dr.  Richardson,  63.  (Electro,  in  Mar.,  '85; 
8800  words.     From  the  Wheelman,  Apr.,  '^3  ;  verses  reprinted  by  Wheeling,  July  29,  '85.) 

VIII.  AROUND  NEW-YORK,  64-100:  Tojiography  of  Manhattan  Island,  64- 
Social  significance  of  localities,  65.  System  of  numbering  the  streets  and  houses,  65.  Block- 
stone  pavements  below  Central  Park,  66.  Policemen  and  children  as  obstacles  to  sidewalk- 
riding,  67.  Macadamized  roadways  around  and  above  the  Park,  68.  East-side  macadam  and 
Blackwell's  Island  paths,  69.  Morningside  Park  and  High  Bridge,  70.  Central  Bridge  and  Jer- 
ome Park,  71.  Washington  Heights  and  Kingsbridge,  72.  Fordham  and  the  Southern 
Boulevard,  72-3.  Pelham  Bridge  and  Ft.  Schuyler,  73-4.  Port  Chester,  White  Plains  and 
Tarrytown,  74-5.  Vincent  House  to  Yonkers  and  Kingsbridge,  75-7.  Riverdale  route  to 
Yonkers,  78.  Sawmill  river  route,  75,  79.  Notable  residences  along  the  Hudson,  79.  Spuyten 
Duyvil  and  Mt.  St.  Vincent,  80.  Nyack  and  Englewood,  80.  The  Palisades,  Ft.  Lee  and 
Weehawken,  81.  Ferries  to  Hoboken  and  Jersey  City,  82.  Two  routes  to  Newark,  82.  Bergen 
Hill  to  Ft.  Lee,  83.  Bergen-Line  Boulevard  and  the  Hackensack  marshes,  83.  Ferries  by 
which  to  enter  or  get  around  the  city,  84.  Route  of  Belt  line  horse-cars,  connecting  the  ferry 
and  steamboat  docks,  85.  Storage  of  wheels  at  the  ferry  baggage-rooms  or  on  Warren  St.,  86. 
The  big  bridge,  86-7.  Routes  to  and  through  Brooklyn,  87-8.  Prospect  Park  and  Coney 
Island,  89,  92.  Jamaica  and  Astoria,  90.  Ferries  on  East  river,  91.  Park  Commissioners  as 
obstructionists,  92-5.  Statistics  of  Central  Park  and  the  new  parks,  95-6.  Clubs  and  club- 
rooms,  96-7.  Fares  on  ferries  and  car  lines,  97.  The  elevated  railroads,  98.  "  Seeing  "  the 
city,  99.  Maps,  99.  Directories  and  guide-books,  100.  (Electro,  in  Apr,  '85  ;  23,000  words, 
incl.  2000  of  fine  type.  First  half,  from  Springfield  Wkeelmen^s  Gnzette,  Bi.  World  and 
Wheel.  Many  corrections  of  and  additions  to  the  forecoing  were  written  in  Dec,  '86,  for  the 
"summary,"  on  pp.  582-6.     See  also  pp.  150-8,  165-6,  i6S.  246-7,  770-5.) 

IX.  OUT  FROM  BOSTON,  101-114:  To  Portsmouth  and  back,  101-2.  T^xington, 
Wahham,  Worcester  and  Springfield,  103-4.  Pemberton  Square,  the  hotels,  club-houses  and 
other  landmarks,  104-6.  Streets  of  the  Back  Bay  district,  106.  Route  to  Rhode  IsUind,  107. 
Newport  rides,  xo8.  Providence  to  Worcester,  109.  Springfield  to  Boston,  iio-ii.  Road- 
books and  maps,  112-13.     Day's  runs  of  100  m.  straightaway,  113-14.    (Electro,  in  May,  '85; 


9600  words,  incL  3600  of  fine  type.     First  part,  from  Bi.  Worldf  Aug.  26,  '81,  and  May  2a,  '85. 
See  also  pp.  114,  20S,  246,  579,  766-7.) 

X.  THE  ENVIRONS  OF  SPRINGFIELD,  115-128^:  General  advantages  as  a 
riding-disirict,  116.  Eastward  routes,  117.  Northward  routes,  118.  Excursions  from  North- 
ampton, 119.  Westward  routes,  120.  Southward  routes,  122.  Chances  for  long  stays  in  the 
saddle,  without  repetition,  123-6.  Maps  and  guide-books,  126-7.  Notable  straightaway  runs, 
X2S.  (Electro,  in  May,  '85  ;  9600  words,  incl.  3600  in  fine  type.  First  part,  from  H^'keeimaHf 
bee,  '83.     See  "  summary  "  of  *86,  pp.  579-80 ;  also  pp.  144-8,  179-831  193-4,  208,  251-4, 768.) 

XI.  SHORE  AND  HILL-TOP  IN  CONNECTICUT,  129-149:  The  Thames  and 
its  tributaries,  129.  Experiences  as  boat-race  manager  at  New  London,  130.  Along  the  shore, 
N.  L.  to  New  Haven,  131-a.  Routes  between  N.  H.  and  Hartford,  133-7.  Notable  rides  be- 
tween N.  H.  and  N.  Y.,  138-9.  Up  the  Naugatuck  valley,  139-42.  The  hills  of  Litchfield, 
143-4.  The  Farmington  valley,  145.  From  the  Hudson  to  the  hills  of  Berkshire,  146-8.  Maps, 
m8.  Dr.  Tyler's  long  run,  149.  (Electro,  in  May,  '85;  14,400  words,  ind.  4290  in  fine  type. 
First  part,  from  Springfield  U'hetbneH^s  Gazette^  J«ne,  '85.  See  *'  summary  "  of  Dec.,  '86, 
pp.  581-2;  also  pp.  122-3,  179-S0,  248-51,  253-4,  700,  769-70.) 

XII.  LONG  ISLAND  AND  STATEN  ISLAND,  160-168:  Greenport  to  River- 
hcadand  the  south  shore,  150.  North  shore  route,  151.  Flushing  to  Vaphank  and  back  in 
*8t,  152-3.  Long-distance  riders  of  '83-4,  154.  Maps  and  guide-books,  154-5,  158.  My  '81 
explorations  of  Staten  Island,  156.  "  B.  Bugle's  "  '82  report,  157.  (Electro,  in  June,  '85;  6300 
words,  ind.  2700  in  fine  tjpe.  From  Bi.  IVorld^  Nov.  26,  '80 ;  May  20,  '81 ;  Mar.  24  and  July 
28,  '82.     See  pp.  84,  86-92,  97,  583-6.) 

XIII.  COASTING  ON  THE  JERSEY  HILLS,  169-178:  Notable  map  by  the 
State  Geological  Survey,  159,  175-6.  Triangular  outlines  of  the  Orange  riding-district,  160. 
Coasting,  161-2.  Morristown  and  the  Delaware  Water  Gap,  163-4,  173.  Peterson,  Hackensack 
and  Ft.  Lee,  165-8.  Elizabeth  and  New  Brunswick,  167,  172.  Newark  northward  to  New- 
burg,  169-71.  "Z,  &  S."  tour  to  Greenwood  Lake,  170.  Somerville,  Trenton  and  Philadelphia, 
172-3.  Tow-path  from  Easton  to  HackettstowUj  173.  Basaltic  columns  of  Orange  Mtn.,  174-5. 
Maps  and  guides,  174-S.  "  League  Road-book  of  Pa.  and  N.  J.,"  177-8.  (Electro,  in  June, 
'85;  13,250  words,  incl.  4850  in  fine  type.  First  part,  from  the  Wheelman^  June,  '83.  Sec 
"summary  "  of  Dec,  '86,  pp.  583,  5S8-9;  also  pp.  80-85,  207,  776-8.) 

XIT.  LAKE  GEORGE  AND  THE  HUDSON,  179-198:  Hartford  to  Springfield, 
179-81.  Up  the  Conn,  valley  to  Bellows  Falls,  182-4.  Rutland  to  Whitehall  and  the  lake,  184-5. 
Maps  and  guide-books,  with  statistics  and  verses,  185-7,  198'  Ten  days  in  the  Catskills,  187-9. 
From  the  lake  down  the  valley  to  Hudson,  189-90.  Outline  for  a  round  trip,  191.  '*  Z.  &  S." 
tour  to  the  lake,  192-3.  Poughkeepsie  to  N.  Y.,  194.  Fishkill  to  Hudson,  195.  Swift  records 
along  the  river,  197.  *' Big  Four  "tour,  1 98.  The  Wallkill  and  Ramapo  valleys,  198.  (Electro, 
in  Jnne,  '85 ;  13,250  words,  incl.  4850  in  fine  type.  First  part,  from  Bi.  Worlds  Oct.  7,  Nov. 
II,  '81.     See  pp.  74,  81,  586-7.) 

XV.  THE  ERIE  CANAL  AND  LAKE  ERIE,  199-208  :  Initiation  on  the  tow-path 
at  Schenectady,  199.  Tlie  Mohawk  valley,  200.  Canandaigua,  202,  Niagara  to  Buffalo,  203. 
The  Ridge  road  along  Lake  Erie,  204-6.  Binghamton  to  Great  Bend,  207.  Port  Jervis  to  Del. 
Water  Gapand  across  New  Jersey,  207.  W.  H.  Butler's  ride,  Saratoga  to  Olean,  208.  (Electro. 
in  June,'85  ;  6450  words,  incl.  1350  of  fine  type.     From  Bi.  World,  May  27,  June  3,  10,  17,  '81,) 

XTI.  NIAGARA  AND  SOME  LESSER  WATERFALLS,  209-228 :  Uiica  to 
Trenton  Falls,  209-10.  Suggestions  for  the  Adirondacks,  210-11.  Syracuse  to  Seneca  Falls, 
312.  Geneva  I^ke  to  Avon  Springs,  213.  The  Genesee  valley  and  the  falls  at  Portage,  213-14, 
217.  Reports  from  Niagara,  215.  "  Big  Foir"  route,  Buffalo  to  Rochester,  215.  Verses  on 
the  Genesee  Falls  and  the  Kaaterskill,  216.  Rochester  to  Portage  and  Niagara,  216-17.  Along 
the  Erie  r.  r..  Coming  to  Binghamton,  218-19.  Along  the  Susquehanna,  Towanda  to  Wilkcs- 
barre,  219-20.  Weather,  hotels  and  baggagemen  of  this  400  m.  tour,  221.  Abstract  of  "  West- 
em  New- York  Rmd-Book,"  221-^.  (Electro,  in  June,  '85;  10,800  words,  ind.  5400  of  fine 
tj-pc.     From  the  Wkeelman,  Jan.  '83.    See  pp.  586-8.) 


the  noble  "  Valley  pike  "  to  Staunton,  344-6.  Topography  of  the  Shenandoah  region,  frono  G. 
E.  Pond's  "  Campaigns  of  1864,"  346-S.  Tour  of  Washington  men  in  '82,  from  Harper's  Ferry 
to  the  Natural  Bridge  and  back  to  W.,  34S-9.  My  own  pedestrian  trip  to  the  Bridge,  349-50. 
Suggested  combination  of  r.  r.  routes  to  the  Bridge  and  Luray  Cavern,  350-1.  Other  reported 
roads  in  Virginia,  351.  Military  maps  in  "  The  Campaigns  of  the  Civil  War,"  352.  (Electro, 
in  Nov.,  '85;  14,200  words,  iocL  6500  of  fine  type.  First  part,  from  SpringJUld  Wkeelnui^t 
GaMtite,  Dec,  *85.     See  pp.  29^308,  374-90,  486,  495-8,  578,  590.) 

XXT.  THE  CORAL  REEFS  OF  BERMUDA,  863  870:  A  winter  invitation  from 
Maine,  353.  Geography  and  topography  of  the  islands,  from  various  authorities,  354-6.  Mark 
Twain's  alluring  account  of  the  coral  roads,  356-7.  Our  arrival  at  Hamilton  on  Sunday,  35S. 
Sunset  and  moonlight  along  the  North  road  to  St.  George's,  35).  The  South  road,  360.  The 
Middle  road  and  Somerset,  361.  My  race  for  the  return  steamer,  362-3.  Incidents,  expenses 
and  conditions  of  the  ocean  voyage,  364.  Pleasant  impression  of  the  blacks,  364-5.  Praise  of 
*'  the  incomparable  loquot,"  365,  367.  Almanac,  maps  and  guide-books,  366-7.  Exact  details 
of  the  process  called  "  free  entry  "  at  the  New  York  Cuslcm  House,  368-9.  My  ccmi  anion 
appeals  against  our  unjust  tax,  and  wins  a  new  decision  from  the  Treasury  Department,  369-70. 
This  decision  classes  passengers'  cycles  as  "  personal  effects,"  to  be  admitted  without  duty  or 
delay,  370.  Four  names  for  wheelmen  to  hold  in  grateful  memory,  370.  (Electro,  in  Jan.,  '85, 
except  the  last  3  pp.  in  Dec. ;  11,600  words,  inch  29cx>  of  fine  type.  From  Springjletd  iVhtel- 
metCs  Gazette^  Jan.,  '85,  except  the  last  3  pp.  from  OHiing,  Mar.,  'S5  ;  reprinted  in  Tricycling 
Jourrutlt  of  London,  and  Australian  Cycling  Sews.  The  first  15  pp.  were  issued  as  a  pamphlet 
— 1000  in  Jan.  and  2000  in  Feb.,  '85— for  the  attraction  of  subscribers.     See  pp.  706,  710,  790.) 

tour,  inspired  by  my  hope  of  seeing  "  one  good  jjarade  of  the  League,"  371.  Through  Philadel- 
phia and  Delaware,  372.  Stuck  in  the  Marj-land  mud,  373.  (iood  riding  from  the  Susquehanna 
to  Baltimore  and  Ellicott  City,  373.  By  ClarksvIUe  pike  to  Wa&liington,  373-4.  Fairfax  Court 
House  and  Centerville,  374.  Across  the  BuQ  Run  battle-fields  to  Warrenton,  375.  Washing- 
ton's environs,  as  reported  by  W.  F.  Grossman,  376b  Baltimore's  suburban  routes,  377. 
Springfield  clerks*  tour,  New  York  to  Washington,  377.  Susquehanna  tow-path,  Havre-de- 
Grace  to  Columbia,  378.  My  muddy  advance  from  Warrenton  and  passage  of  the  Rappahan- 
nock, 378-9.  Sweet  strawberries  at  Sperryville  before  1  climb  the  mountain,  379.  Thunder 
and  lightning  celebrate  my  four-miles'  descent  of  the  Blue  Ridge,  380.  Luray  and  its  Cavern 
contrasted  and  compared  to  Mammoth  Cave  and  Bridge,  3S1-2.  Over  the  Massanutten, 
381-2.  Broiled  frogs'  legs  at  Mt.  Jackson,  383.  Down  the  Shenandoah  to  Harper's  Ferry,  3S3-4. 
From  the  Antietam  to  Gettysburg,  384-5.  Sunday  morning's  reflections  in  the  National  Ccme> 
tery,  385-6.  York,  Columbia,  Lancaster,  Alhntown  and  Enston,  386-7.  The  1000  m.  circuit 
which  initiated  "  No.  234,  Jr.,"  388.  H.  S.  Wood's  swift  ride  from  Staunton  to  Columbia,  and 
other  excursions,  388.  His  summary  of  tlie  Philadelphia  riding-district,  including  rules  of 
Fairmount  Park,  389-90.  Artistic  and  literary  treatment  of  the  '69  viloce^  390.  (Electro,  in 
Dec.,  '85 ;  14,400  words,  incL  7200  of  fine  type.  Firet  part,  from  Spring/ield  fVfutlmen's 
Gazette,  Jan.,  '86;  last  paragraph  was  crowded  out  from  p.  404  of  "  Bone-Shaker  Days."  See 
pp.  172-3,  238-45,  341-53.  486,  495-8.  578.) 

XXTII.  BONE-SHAKER  DAYS,  891-406:  How  the  Wonderful  Year,  '•1869," 
rolled  in  on  a  velocipede,  391.  The  load  of  obligations  which  bound  me,  a  Senior  in  Yale  Col- 
lege, to  waste  no  time  in  trifling,  392.  First  experiences  at  the  rink,  and  decision  to  resist  its 
allurements,  393.  A  sidewalk  vision-of-beauty  on  the  two-wheeler  .scatters  my  prudence  to  the 
winds,  393.  I  submit  to  destiny  and  become  a  velocipedist,  394.  The  old  white  horse  whose 
ghost  I  sent  galloping  through  the  newspapers,  395.  Proof  that  the  undergraduate  world  fonns 
the  only  real  and  universally-recognized  aristocracy  in  America,  396-7.  Trustworthiness  of 
"journalism,"  as  shown  by  eight  variations  of  the  fictitious  "  horse  story,"  397-8.  The  bone- 
shaker welcomed  at  Yale  in  1819  as  well  as  in  '69,  39S-9.  The  »*/?  Lit.  Magazine's  care^ful 
chronicle  of  the  three  months  which  marked  the  rise,  decline  and  fall  of  vclocipcding  at  New 
Haven,  400-2.    Other  testimony,  from  Goddard's  scrappy  book  and  the  newspapers  of  '69, 402-4 


(see  also  p.  390X  Post-coDegiate  reminiscences  of  the  Pickering,  404-5*  My  final  trial  of  the 
bone-shaker,  in  '7a,  at  the  Crystal  Palace  dog-show,  405.  Narrow  chance  by  which  I  failed  of 
"imponing  the  first  rubber-tired  bicycle  into  the  United  States,"  when  1  came  home  from  En- 
gland in  April  of  '76,  406.  (Electro,  in  Aug.,  '85 ;  10,700  words,  ind.  3900  of  fine  tyi>e.  First 
half  from  S^g/tiL  WketlmeH^s  GnzetU,  Sept.,  '85 ;  last  half  from  i^heel  H^or^ii,  of  London, 
Oct.,  '85  ;  reprinted  also  by  Tricycling  Journal,  Dec.  23,  30,  '85  ;  Austraiian  Cycling  News ^ 
Jan.  a, '86.     Issued  as  a  pamphlet,  lobo  copies,  for  the  attraction  of  subscribers,  Nov.  12,  '85.) 

XXYIII.  CURL,  THE  BEST  OF  BULb-DOGS,  407-425 ;  Origin,  characteristics 
azid  environment,  407.  The  gentlest  of  hearts  beneath  a  fierce  exterior,  40S.  Personal  appear- 
ances and  "  points,"  409.  (General  impression  made  upon  strangers,  as  portrayed  by  the  poet 
of  Puckf  409.  Leaping  through  the  window-glass,  with  the  cry  of  "  Out !  damned  Spot !  " 
4fa  Relations  with  Black  Jack,  ostensible  and  secret,  410-11.  The  garden  fence  as  a  pre- 
tended barrier  for  bravery,  411.  Verses  of  honor  for  "the  outside  dog  in  the  fight,"  41a. 
Ruffianism  towards  a  pair  of  canine  weaklings,  412.  Ears  sensitive  to  bell-ringing,  413.  The 
btal  faadnatioD  of  fireworks,  413.  Conventional  resentment  assumed  for  certain  noises  and 
movements,  413-14.  Winter  sport  with  snow-caves,  sledding  and  skating,  414.  Hatred  of 
boating  and  swrimming,  415.  A  furtive  drinker,  415.  Assumption  of  dignified  indifference  to< 
wards  the  cats,  416.  Tricks  in  food-taking,  416.  Demand  for  the  front  seat  in  every  vehicle, 
417.  Exploits  as  a  fence-jumper  and  hen-chaser,  417.  Troubles  as  a  fly-catcher  and  candy- 
eater,  418.  Victorious  over  the  woodchuck  but  vanquished  by  the  bumble-bees,  418.  Abashed 
by  the  elephant,  418.  The  wicked  flea,  419.  "Circling"  as  a  conventional  diversion,  419. 
Religioiis  rites  with  the  saw-horse,  419.  A  fetich  of  wonderful  power,  420.  Canine  asceticism 
gratified  by  head-bumping,  421.  Birth  and  name,  421.  Politically  a  "  War  Democrat  "  in  the 
stirring  times  of  '6t,  422.  Rare  lapses  from  virtue's  path,  422.  Health  and  strength  impaired 
by  poisoo,  422.  Dislike  of  mirrors  and  bed-chambers,  423.  Outward  signs  of  seeing  phantasms 
and  visions  in  sleep,  423.  Deliberaieocss  of  retiring  for  the  night,  423-4*  Waning  prestige  a 
token  of  old  age,  424.  Refusal  to  tarry  in  a  world  which  might  give  greater  esteem  to  "  cycling  " 
than  to  "  circling,"  424.  Exceptional  toleration  for  the  poor  creature  who  was  fated  to  attend 
him  on  the  final  night,  4as>  Dead,  at  the  post  of  honor,  425.  (Electro,  in  July,  '85  ;  rt,ooo 
words,  ind.  325  of  fine  type.  Written,  July  27  to  Aug.  2,  '84,  and  rejected  by  all  the  magazine 
editors.  A  spedal  edition  of  1000  copies,  on  heavy  paper,  with  cover  and  heliotype  portrait,  has 
been  published  and  will  be  mailed  for  25  c.  each.) 

"  character  "  in  buildings,  426.  Chances  for  self-suppression  in  London  and  New  York  com- 
pared, 436-7.  The  only  two  modem  cities  whose  immensity  obliterates  the  sense  of  locality 
and  renders  individual  isolation  possible,  427.  The  metropolitan  spirit  of  impersonality  illus- 
trated by  a  quotation  from  Howdls,  427-8.  Lightness  of  "  social  pressure  "  in  the  most- 
seduded  Building  of  the  least-csnsorious  city  on  the  globe,  428.  Description  of  it,  as  "  Chrysalis 
College,**  in  Theodore  Winthrop's  novel  of  1861,  428^^  Report  by  T.  R.  Aldrich,  in  1866,  430. 
Three  other  accounts,  in  18S0,  431.  History  of  Washington  Square,  with  Henry  James's  sym- 
pathetic picture  of  it  as  "  the  most  delectable,"  432.  The  Nation^  accurate  description  of  the 
Square,  io  1878,  433-  Its  corner-stone  laid  in  1833  and  its  chances  of  endowment  destroyed  by 
the  business  panic  of  '37,  433-4.  Pictures  and  statistics  of  the  Building,  in  various  standard 
works,  434.  A  more  massive  and  imposing  collegiate  pile  than  had  previously  been  known  in 
the  Western  Worid,  434-5.  Dream  of  the  founders  about  a  "  non-sectarian  combination  "  up- 
held by  the  influence  and  cash  of  several  powerful  sects.  435.  Popular  confusion  of  identity 
between  the  '*  University  of  the  City  of  N.  Y.,"  the  "  University  of  the  State  of  N.  Y.,"  the 
"College  of  the  City  of  N.  Y."  and  that  other  and  largest  college  in  the  dty  which  is  called  a 
university  by  its  friends,  436.  No  hope  of  prcal  endowments,  but  no  fear  of  actual  starvation, 
436-7.  A  meritorious  institution,  but  dwarfed  by  the  shadow  of  a  mighty  name,  437.  How  the 
two  hundred  students  and  instructors,  who  daily  throng  its  halls,  serve  as  a  cloak  for  the  identity 
of  the  thirty  or  forty  permanent  tenants,  418.  Difficulty  of  espionage  by  day,  and  isolation  of 
the  janitor  by  night,  438.    A  peculiarity  which  made  plausible  the  alleged  concealment  of  "  Cecil 


Dreeme,"  438-9.  Sketch  of  Theodore  Winthrop,  439-40.  The  mystery  of  solitude  protects  the 
Building  from  the  incursions  of  the  evil-minded,  440-1.  As  regards  its  relations  to  womankind, 
441-4.  "  Castle  "  and  "  Custom  "  contrasted,  444.  "  Social  pressure  "  in  England,  which  ob- 
literates individual  freedom,  445-8.  Testimony  of  Hamerton,  Borrow  and  Kadal,  44^7'  The 
latter's  showing  why  *'  society  "  cannot  exist  in  America,  44S-9.  Relentlessness  of  servants' 
tyranny  over  the  wealthy,  whether  their  environment  be  aristocratic  or  democratic,  449-50. 
Evils  of  hotel-life,  450.  Disquieting  social-shadows  cast  by  the  peculiar  system  of  street-num- 
bering in  use  on  Manhattan  Island,  451-2.  Fifth  Avenue,  as  described  in  '85  by  J.  H.  Howard, 
jr.,  453-4.  Brief  escapes  from  the  "  servitude  to  servants  "  gained  by  a  resort  to  ihe  woods,  or 
to  the  constant  changes  of  travel,  454.  The  only  house  in  the  world  where  the  yoke  of  con- 
formity need  never  be  worn,  454.  How  ihe  simple  savager>'  of  the  Far  West  may  be  enjoyed, 
with  less  expense  and  discomfort,  by  the  solitary  camper-out  on  Washington  Square,  455.  An 
elegant  and  elaborate  system  of  living  also  possible,  without  abandonment  of  impersonal  con- 
ditions, 456.  The  janitor  and  his  assistants,  457-61.  Contrasts  pointed  by  "  the  mighty 
concierge"  who  tyrannizes  over  Paris,  458-9.  Lack  of  conveniences  and  of  good  business- 
management  atoned  for  by  safety  and  independence,  460-1.  The  inspiring  fiction  of  sole 
ownership,  462,  Rarity  of  personal  contact  among  tenants,  463.  The  Nestor  of  the  Castle, 
464.  Artists  and  college-bred  men  its  chief  admirers,  465.  Pleasures  of  undergraduate  life  re- 
called without  its  labors,  466.  Peace  secured  at  the  Castle  without  the  sacrifice  of  companion- 
ship, 467.  Hamerlon's  remarks  on  the  compensations  of  solitude  and  independence,  467-9. 
Bohemianism  and  Philistinism  contrasted,  469.  Visit  of  the  Prince  of  Wales,  in  i860,  to  this 
'*  freest  spot  in  free  America,"  469-71.  Analogy  between  the  Building  and  the  Bicycle,  472. 
Poem  by  Robert  Herrick,  472.  (Electro,  in  Sept.,  '85;  31,700  words,  incl.  11,700  of  fine  type. 
Written  in  Sept.,  '84,  and  Aug.,  '85  ;  see  p.  710.  A  special  ed.  of  1000  copies,  on  heavy  paper, 
with  cover  and  small  picture  of  the  Castle,  has  been  published  and  will  be  mailed  for  25  c.  each.) 

XXX.  LONG-DISTANCE  ROUTES  AND  RIDERS,  478-501 :  Thomas  Stevens 
and  his  8000  m.  trail,  of  1884-5,  ^'^^^  California  to  Persia,  473-4  (see  also  pp.  570-a,  for  ad- 
ventures of  '86,  in  Afghanistan,  India,  China  and  Japan,  completing  his  round-the-world  tour). 
San  Francisco  to  Boston  in  '84,  475-80.  Liverpool  to  Teheran  in  '85,  480-3.  Comparisons  be- 
tween his  three  years'  journey  and  my  own  three  years'  task  of  putting  together  this  book,  483-4. 
Hugh  J.  High's  '85  tour  of  3000  m.,  Pennsylvania  to  Nebraska  and  back,  484-6.  Long  ride  in 
'83  by  Dr.  H.  Jarvis,  486-7.  St.  Louis  to  Boston  in  '85,  by  G.  W.  Baker,  487-8.  Ohio-to-Bos- 
ton  tours  of  '80  and  '81,  488.  Illinois  to  Wyoming  in  '82,  by  Will  Rose,  489.  A  July  fortnight 
of  '84  in  California,  by  H.  C.  Finkler,  489-91.  Yosemite  Valley  trip  of  '85,  by  the  Rideout 
brothers,  491-2.  Notable  all-day  runs  in  California,  '79  to  '85,  491-4-  W.  B.  Page's  summer 
excursions  from  Philadelphia,  '82  to  '85,  494-9  (see  also  pp.  574-8  for  1400  m.  tour  of  'S6). 
Elderly  and  "  professional  "  tourists,  499.  Southern  trios'  tours  to  Springfield  in  '85  and  to 
Boston  in  '86,  500.  M,  Sheriff's  Manchester-Montreal  circuit  of  700  m.  in  '84,  500.  E.  R. 
Drew's  routes  in  Ohio,  501.  W.  P.  Cramer's  three  days'  straightaway,  501.  (Electro,  in  Jan., 
'86 ;  26,000  words,  incl.  only  250  of  coarse  type.  Stevens's  ride  to  Boston,  pp.  473-So,  was  printed 
in  Wheelmen's  Gazette^  Jan.,  '87  ;  and  the  rest  of  the  story,  pp.  480-4,  570-2,  in  Feb.  issue.) 

XXXI.  STATISTICS  FROM  THE  VETERANS,  502-580:  Difficuhy  of  persuad- 
ing men  to  prepare  perronal  records,  502-3.  C.  E.  Pratt,  503-4.  J.  G.  Dalton,  504-5.  L.  J. 
Bates,  505-6.  C.  A.  Hazlett,  506-7.  W.  V.  Oilman,  507-8.  L.  H.  Johnson,  508-9  (see  also 
5.1°.  588).  J.  W.  Smith's  tabulation  of  20,000  m.,  July,  '80,  to  Dec,  '85,  509.  R.  D.  Mead,  509-10. 
N.  P.  Tyler,  510-11.  H.  W.  Williams.  511-12.  S.  H.  Day,  512-13.  T.  Midgley,  513-15.  W. 
L.  Perham,  515.  T.  Rothe,  515-16.  A.  S.  Parsons,  516-17.  W.  Farrington,  517-18.  E.  A. 
Hemmenway,  517-18.  B.  B.  Ayers,  518-19.  N.  H.  Van  Sicklen,  519.  F.  E.  Yates,  519-20. 
G.  J.  Taylor,  520.  T.  B.  Somers,  520-1.  J.  D.  Dowling,  521-2.  G.  F.  Fiske,  522-3.  E. 
Mason,  523.  W.  R.  Pitman,  523-4.  H.  E.  Ducker,  524,  I.  J.  Kusel,  524.  A.  Young,  525. 
E.  H.  Corson,  525  (see  also  577,  670-1).  A.  Bassett  and  J.  G.  Dean,  525-6  (see  also  663-5).  H. 
B.  Hart,  526  (see  also  660,  678).  My  unanswered  letter  to  C.  D.  Kershaw,  526.  A.  Ely  and 
W.  G.  Kendall,  526.    Greatest  American  mileage  in  '85  :    J.  D.  Macaulay's  6573  m.  and  C. 


H.  Goodnow's  soS^ta-t  5^7-  J-  Resmolds  and  wife,  528.  W.  E.  Hicks*8  4679  m.  m  a  news- 
gatherer  in  '85,  s^S^  J.  W.  Bell's  long  stay  in  saddle,  529.  F.  P.  Symonds,  529.  J.  V. 
Stephenson,  529-3a  L.  B.  Graves,  F.  A.  Elwell,  A.  B.  Harkman,  W.  T.  Willianu  and  E.  P. 
Bamham,  53a  Tri.  record  of  yiM  m.  in  '8j.  by  three  merry  wives  of  Orange,  530.  (Electro, 
in  Jan.,  '86;  25,500  words,  ind.  only  850  of  coarse  type.  Pp.  501-7,  from  Springjuld  H'htel- 
rntmU  Gazette,  Mar.,  '86.) 

XXXII.  BRITISH  AND  COLONIAL  RECORDS,  681-672  :  Request  that  English 
press-men  show  fair-play  towards  my  foreign  contributors,  531.  E.  Tegetmeier,  a  London 
jovnafist,  reports  10,053  m.  covered  in  '83,  and  46,600  m.  in  13  years,  531-3.  H.  R.  Reynolds, 
jr.,  an  Oxford  graduate  of  *8o  and  a  lawyer,  rides  55,930  m.  in  9  years,  chiefiy  as  an  economical 
way  of  getting  about,  533.  "  Faed,*'  a  wood-engraver,  deaf  and  near-sighted,  enjoys  a  daily 
open-air  spin  for  3  years,  with  only  75  exceptions,  and  makes  a  total  of  19,388  m.,  534-5.  H.  R. 
Goodwin,  a  Manchester  jeweler,  ukes  a  19  days'  tour  of  2054  9.,  535-7.  J.  W.  M.  Brown,  a 
Lincolnshire  fanner,  rolls  up  53,343  m.  in  a  decade,  537-8.  H.  J.  Jones,  of  the  Haverstock  C. 
C,  coven  3600  m.  of  separate  road,  in  a  3  years'  record  of  16,016  m.,  538-40.  Alfred  Hayes,  a 
London  leather-dealer,  reports  30,000  m.  in  9  years,  incl.  15,000  m.  on  a  single  46-in.  bicycle  and 
more  than  160  sucoessive  Sunday  rides,  540-1.  R.  P.  Hampton  Roberts's  16,060  m.  of  wheeling 
in  7  ycfus,  tabulated  by  months  and  supplemented  by  other  mileage  records  of  the  Belsize  B.  C, 
541-3.  Reporu  from  H.  T.  Wharlow,  23,325  m.  in  6J  years;  C.  W.  Brown,  '7,043  m.  in  4 
years;  and  W.  Binns,  a  Salford  draper,  22,147  "*•  in  ^\  years,  543.  Monthly  table  of  12  years' 
ri«*i«»Kf  40,3  «9  "»•»  by  Rev.  H.  C.  Courtney,  Vicar  of  Hatton,  544.  Seven  years'  record,  20,700  m  , 
by  J.  S.  Whatton,  ex-capt.  Camb.  Univ.  B.  C,  544.  F.  Salsbury's  36  monthly  tables  of 
■7.499  m.  in  '8s-'84,  544-5-  "Average  accounts  "  from  F.  W.  Brock,  of  Bristol,  and  G.  H. 
Rosbworth,  of  Bradford,  545.  Inexpensive  1 100  m.  tour  in  '85  of  a  Glasgow  University  grad- 
uate, Hugh  Callan,  who  won  the  Tit'Btis  prize  of  $250  in  '86,  for  best  story  of  cyding  experi- 
ences, amd  who  intends  to  print  a  book  about  them,  545-6.  Diary  for  a  decade,  14,107  m.,  of  an 
Irish  country  gentleman,  Wm.  Bowles,  546.  H.  Etherington,  projector  and  proprietor  of 
WkeeliHg^  546-8  (see  also  689-90).  H,  Sturmey,  editor  of  the  Cyclist,  548-9  (see  also  690-2).  A. 
M.  Bolton,  author  of  "  Over  the  Pyrenees,"  549.  C.  Howard  and  R.  £.  Phillips,  compilers  of 
raote-hooks,  55a  G.  L.  Bridgman,  S.  Golder  and  G.  T.  Stevens,  551.  Tour  in  '83,  London  to 
Pesth,  of  Ivan  Zmertych,  a  young  Magyar,  551.  Hugo  Barthol's  drcuit  of  2750  m.,  June  8  to 
Atig.  31,  '84,  Saxony  to  Naples  and  back,  551-2.  Road-riding  reports  from  France,  Holland 
and  Hungary,  552-3,  558.  Fadle-medal  riders  of  '84,  553.  Liverpool  long-distance  men  of  '85, 
553-  Notable  rides  in  '85  by  C.  H.  R.  Gossett,  Mrs.  J.  H.  Allen,  and  others,  554.  London- 
to-Bath  annual  winners,  '77  to  '85,  554.  Record  of  tours  and  races  to  and  from  John  O'Groat's, 
*73  to  *86,  554-7.  Wonderful  cros»-country  wheeling  by  G.  P.  Mills,  556-8.  Daniel's  long  tri. 
ride  in  France,  558.  AUSTRALASIAN  REPORTS,  668-570!  Day's  rides  of  room,  in 
Victoria,  558-9.  Tours  of  the  Melbourne  B.  C,  '79  to  '84,  560.  Tours  by  Adelaide  and  Bal- 
larat  dob-men,  '84  and  '85,  560-1.  W.  Hume's  circuit  of  530  m.  in  '83  and  straightaway  of 
583  m.,  to  Sydney,  in  '84,  561.  Day's  rides  of  100  m.,  to  close  of  '84,  561-2.  Tri.  tours  in  '85 
by  young  ladies  of  Ballarat  and  Stawell,  56a.  G.  R.  Broadbent,  a  grandfather,  wheels  17,600  m. 
in  3  years,  56a.  R.  O.  Bishop's  3  years'  record  of  13,352  m.  in  Victoria  and  Tasmania,  563. 
Milage  of  T.  F.  Hallam,  P.  J.  Bowen,  and  other  riders  of  Hobart,  563-4,  J.  Copland's  '84 
tri.  tour  of  13S2  m.,  Sydney  to  Melbourne  and  back,  564.5.  S.  to  M.  bi.  rides  by  A.  Edwards, 
G.  L.  Budds  and  J.  F.  Rugg,  565-6.  The  longest  straightaway  trail  in  Australia,  670  ro., 
Stswdl  to  Sydney,  made  in  Mar.,  '86,  by  M.  Thomfeldt  and  C.  H.  Lyne,  565-6.  New 
Zealand**  advantages  for  cycling,  566-7,  570  (see  also  652).  J.  F.  Norris's  account  of  242  m. 
lour  in  *iz,  and  of  100  m.  riders  in  '84,  567.  J.  Fitton's  700  ro.  tour  at  the  dose  of  '83,  567-8. 
Long  rides  from  CHiristchurch-  by  H.  J.  Jenkins  and  F.  W.  Painter,  568-9.  W.  H.  Lang- 
down's  13  months'  record  of  8940  m.  on  a  single  bicycle,  including  a  tour  of  558  m.  in  the 
aatomn  of  ^85,  569-70.  Guide-books  f6r  the  Antipodes,  570  (see  also  695-6).  Conclusion  of  T. 
Stevens's  roond-the-world  tour  :  Persia,  Afghanistan,  India,  China  and  Japan,  Mar.  to  Dec, 
*^%  5y<«-    (Pp.  530-53  were  ejectrotyped  in  Feb.,  '86;  pp.  554-69  in  Nov. ;  pp.  570-a  in  Jaa., 


Oct.,6s— 2013  ;  Nov.,  82 — 2095;  Dec,  177 — 2272;  Jan.,  1 12 — 2384;  Feb.,  113 — 2497;  Mar., 
149—2646;  Apr.,  139 — 2787;  May,  loi — 2888;  June,  87 — 2975;  July,  128 — 3103;  Aug.,  46 — 
3149;  Sept.,  43— 319a;  Oct.,  37— 3229;  Nov.,  35— 3264;  Dec,  54— 33 '8;  Jan.,  39— 3357; 
Feb.,  25—3382  ;  Mar.,  36—3418 ;  Apr.,  108—3526.  From  May  i  to  Dec  31,  *86,  there  were  50 
accessions,  at  $1.50,  raising  the  total  of  the  "autograph  edition  "  to  3576.  (Electro,  in  Feb., 
*86 ;  about  19,000  words.     See  pp.  794-6,  for  supplementary  list  of  aoo  names.) 

Xl.  DIRECTORY  OF  WHEELMEN,  765-799:  Names  of  3200  subscribers, 
grouped  according  to  residence-towns,  which  are  alphabetized  by  States,  in  the  following  geo- 
graphical order  :  Me.,  15  towns,  45  subscribers,  765  ;  N.  H.,  14  t.,  50  s.,  766 ;  Vt.,  14  t.,  47  s., 
766;  Mass.,  89  t.,  341  s.,  766;  R.  I.,  5  t.,2os.,  769;  Ct.,  32  t.,  171  s.,  769;  N.  Y.,  106  t,  67c 
%  ,  770;  N.  J.,  55  t.,  257  s.,  776;  Pa.,  96  t.,  38a  8.,  778;  Del.,  2  t.,  4  s.,  781 ;  Md.,  8  t.,  81  a., 
781 ;  Dlst.  of  Col,  2  t,  37  s.,  782  ;  W.  Va.,  4  t.,  6  s.,  782  ;  Va.,  10 1.,  x^  s.,  78a  ;  N.  C,  a  t., 
6  s.,  782  ;  S.  C,  2  t.,  4  s.,  7S2  ;  Ga.,  4  t.,  ti  s.,  782 ;  Fla.,  2  t.,  2  s.,  783  ;  Ala.,  4 1.,  12  s.,  783  ; 
Miss.,  3  t.,  4  s.,  783  ;  La.,  t  t.,  5  s.,  783  ;  Tex.,  6  t,  9  s.,  783  ;  Ark.,  2  t.,  7  s.,  783  ;  Tenn.,  3  t., 
26  8.,  783  ;  Ky.,  15  t.,  53  8.,  783  ;  O.,  48  t.,  154  s.,  784  ;  Mich.,  21  t.,  66  s.,  785 ;  Ind.,  21  t.,  60 
».,  785  ;  m.,  25  t.,  116  s.,  786-7 ;  Mo.,  8  t.,  25  s.,  787  ;  la.,  14  t.,  20  s.,  787 ;  Wis.,  tt  t.,  16  a., 
787;  Minn.,  13  t.,  22  s.,  787;  Dak.,  3  t.,  5  s.,  788;  Neb.,  2  t.,  2  s.,  788;  Kan.,  14  t.,  21  s.,  788: 
(Ind.  Ter.,  o);  N.  Mex.,  i  t.,  i  s.,  788 ;  Col.,  4  t,  9  s.,  788 ;  Wy.,  3  t.,  9  s.,  788  ;  Mon..  3  t., 
6  8.,  788 ;  Id.,  2  t.,  14  s.,  788 ;  Wash.,  3  t.,  3  s.,  788 ;  Or.,  8  t.,  28  s.,  788;  Utah,  2  t.,  7  a.,  788 ; 
(Nev.,  ot.,os,,789);  Ariz.,  i  t.,  t  s,,  789;  Cat.,  9 1.,  2a  s.,  789;  Ontario,  ax  t.,  79  s.,  789;  Mani- 
toba, It,  I  8.,  790 ;  Quebec,  i  t.,  5  s.,  790 ;  New  Brunswick,  2  t.,  6  s.,  790;  Nova  Scotia,  9 1., 
37  8.,  790;  Bermuda,  3  t.,  5  s.,  790;  Mexico,  1 1.,  i  s.,  790;  England,  61  t.,  138  s.,  790;  Scot- 
land, 6 1.,  12  8.,  792  ;  Ireland,  5  t.,  7  s.,  792 ;  Continental  Europe,  9 1.,  9  s.,  792 ;  Asia,  4  t., 
4  s.,  792  ;  Australia,  12  t.,  86  s.,  793  ;  New  Zealand,  5  t.,  24  s.,  794.  Supptetntntary  List  0/ 
SMbscrihets  (Feb.  to  Nov.,  '86),  794-6.  Trade  Directory:  Alphabetical  list  of  122  subscribers 
in  whose  offices  this  book  may  be  consulted,  796-7.  Geographical  list  of  the  same,  798-9. 
(Electro.  March  to  May,  *86,  except  last  six  pages  in  Nov, ;  22,000  words.) 

XLI.  THE  LAST  WORD,  800:  Pinaforic  chant  at  the  League's  first  annual  ban- 
quet, Newport,  May  31,  '80.    (Electro,  in  Nov.,  *86;  100  words.) 

A  summing-up  of  the  estimates  for  the  41  chapters  shows  a  total  of  585,400  words,  whereof 
362,400  arc  in  fine  type  (**  nonpareil  **)  and  223,000  in  larger  type  ("brevier  **).  I  have  esti- 
mated the  latter  at  600  words  to  the  page  (44  lines  of  14  words  each),  and  the  nonpareil  at  900 
words  .to  the  page  (53  lines  of  17  words  each),  except  that  the  66  pages  devoted  to  sulncribefs' 
names  have  been  credited  with  18,400  words  less  than  the  latter  estimate  would  give  them. 
The  half-dozen  blank  lines  at  the  top  of  each  chapter,  and  the  short  blanks  at  ends  of  pant- 
graphs,  are  fully  offset  by  the  repetitions  of  chapter-titles  at  the  tops  pf  pages.  Owing  to  the 
great  number  of  abbreviations  in  last  ten  chapters,  I  think  their  number  of  nonpareil  words  ex- 
ceeds the  estimate, — for  my  actual  count  of  p.  497  revealed  1088  words.  On  the  other  hand, 
the  brevier  words  may  fall  a  trifle  short  of  the  estimate, — for  actnal  count  of  p.  3  58  revealed  only 
573-  My  printers  have  charged  me  with  372  brevier  pages ;  and  a  multiplication  of  that  num- 
ber by  600  shows  223,200  words,  or  almost  exactly  the  result  gained  by  adding  the  chapter  esti- 
mates. Of  the  311,600  words  in  ftrat  29  chapters  (472  pp.),  all  but  92,600  are  in  brevier;  while, 
of  the  27S>Soo  words  in  last  12  chapters  (328  pp.),  which  may  be  classed  as  an  appendix,  only 
4000  are  in  brevier.  My  own  road-reports  and  wheeling  experiences  are  almost  all  indnded  in 
the  x8t,ooo  brevier  words  of  the  first  26  chapters  (390  pp.),  which  also  contain  77,000  nonpareil 
words,  mostly  given  to  others'  reports  and  general  information.  In  Chaps.  30-33  (pp.  473-590) 
are  104,850  words,  almost  wholly  given  to  others'  perronal  statistics ;  and  Chaps.  34-37  (pp;  591- 
699)  contain  97,550  words  of  general  information.  Of  the  273,^00  words  in  last  12  chapters,  the 
29,400  in  Chap.  38  are  the  only  ones  personal  to  myself.  Adding  these  to  the  6800  brevier 
words  of  Chap.  27,  and  the  i8r,ooo  before  specified,  gives  a  total  of  217,200  words  which  refer 
m  acme  way  to  my  own  wheeling.  Even  if  the  r  1,000  words  about  "  Curl,"  and  the  20,000 
brevier  words  about  "  the  Castle,"  be  charged  to  me  as  "  personal,"  my  entire  share  in  the  book 
rises  to  only  248,200  words,  which  is  much  less  than  half  its  text  (585,400). 


Chaptbk-Titlss  are  printed  in  small  capitals  aVid  followed  by  Roman  numerals  referring 
to  Table  of  Contents,  where  full  analysis  of  chapter  may  be  found.  References  are  sometimes 
given  in  the  order  of  their  importauce,  rather  than  in  numerical  order.  Such  States  of  the 
Union  as  are  not  named  here  are  indexed  among  "  The  United  States,"  p.  IviiL  Other  special 
indexes  are  made  prominent  by  full-faced  type. 

AbbrevlatloitB  of  iha  U.  S.,  with  index  for 
each  Slate,  hriii. 

Abstinence  from  fire-water  and  tobacco,  Cases 
of,  62.  128,  532,  537,  544- 

Accidents  {see  "  Incidents  '*). 

Address-list  of  28,000  American  cyclers,  661. 

Advertising,  Exclusion  of  from  book,  for  sake 
ctf  impartiality,  714;  specimens  of  calendars 
and  catalogues,  679 ;  rates  in  cycling  papers, 
656,  696.    {See  "  Free  advertising.") 

Aftkr  Bksii  (Teises),  15. 

Agriculture  as  a  basis  of  prosperity,  301. 

ADegory  of  the  New  Year,  "1869,"  391. 

Alnwick  Castle,  Bone-shakers  at,  391,  404. 

"Amsteniism '*  as  defined  by  L.  A.  W., 
6»4,  633  ;  by  A.  C.  U.,  63a  ;  by  C.  W.  A., 
635 ;  by  N.  C.  U.,  638.  Folly  of  attempted 
aodal  distinctions  in  racing,  shown  by 
Wketimg  and  J.  R.  Hogg,  628.  Expul- 
sion  of  all  the  swift  racing  men  as  social  in- 
feriors, 629, 649.  Supporters  of  the  scheme 
satirized  by  the  London  Baij  6jo. 

"American  CyeUsti*  Union"  (A.  C.  t7.)t 
62S-33  :  Advent  of,  as  a  refuge  for  the 
League's  expelled  "  amateurs,"  631.  Con- 
stitution, officers  and  government,  631. 
Definitions  of  social  standing,  632.  Scheme 
for  an  "  international  alliance  "  of  racing 
men,  633. 

American  Division  of  C.  T.  C,  636,  642-4. 

Anecdote  of  Gen.  Grant,  724. 

Answers  for  the  curious,  4. 

Architecture  of  Fifth  Avenue,  453 ;  of  the 
University  Building,  428-34. 

Aristocracy  in  America,  396,  448,  453. 
i  Artists  and  ilinstrations,  258,  268,  270,  271, 

a79.  366,  39«>*>,  397,  407,  656-60,  662,  665- 
7S.  679*>»  683-93- 

A«iA,  T.  Stevens's  ride  across,  480-3,  570-2. 

Asphalt  pavements,  Superiority  of,  584,  588. 

Australia,  558-66  :  Books  and  papers,  570. 
"Cyclists'  Union,"  652.  Journalism,  696. 
Road-races,  559-64.  Subscribers  to  book, 
558,  706,  793-4.    Touring,  560-6. 

Austria:  C.  T.  C.  Members, 636-7 ;  roads, 
4S1,  55»»  55^. 

Authors  and  Books  quoted  by  me,  Index 
to,  Ixxvii. ;  Reciprocation  and  corrections 
asked  for,  7 18. 

Autobiographies  of  Wheelmen,  473-573  \ 
My  difficulties  in  procuring  them,  502-3 ; 
Index  to,  Ixxi.  Index  to  my  own  autobiog- 
raphy and  history  of  book,  Ixxix. 

Autumn  scenic  impressions  in  my  1400  m. 
tour,  299-305. 

"Average  man,"  My  attempts  to  report 
wheeling  of  and  for  the,  502,  531. 

Badges:  C.  T.  C,  639;  C.  W.  A.,  635; 
Central  Park,  94,  585  ;  L.  A.  W.,  616 ;  N. 
C.  U.,650. 

Baggage-carrying,  13,  17,  308,  384. 

Baggagemen  :  awed  by  nickel-plate,  20 ;  Civil 
treatment  of,  597;  Fees  for,  86,  96,  221, 
596 ;  Remedy  for  extortion,  595,  59S. 

Bags  objectionable  on  a  bicycle,  17. 

Bartlelt's  (Gen.  W.  F.)  manly  message  of 
forgiveness  to  the  South,  386. 

Basaltic  columns  at  Orange,  174. 

Bates  (President),  on  political  power  of 
League,  621 ;  on  reform  of  League  govern- 
ment, 626 ;  on  racing  and  amateurism,  629, 
633.    Biography  of,  505-6. 

Bath-tubs  and  quiet  bed-rooms  in  country 
hotels,  A  plea  for,  614. 

Battlefields,  Monuments  and  Land- 
marks :  Annapolis,  285.  Anlietam,  384. 
Bergen,  169.  Blue  Lick  Spring,  233.  Brook- 
lyn, 158.  Bull  Run,  375.  Centerville,  374. 
Clinton,  132.  Fisher's  Hill,  345, 383.  Forts 
Lee  and  Washington,  72.  Gettysburg,  385-6. 



Goshen,  143.  Great  Bethel,  439.  Green- 
wich, 139.  Harper's  Ferry,  241,384.  Jer- 
sey City,  16S.  Lake  George,  185-7.  Leete's 
Island,  132.  Lexington,  103,  386.  Morris- 
town,  163.  Newburg,  171.  New  York,  158. 
Perryville,  228.  Saratoga,  186.  Sharps- 
burg,  384.  Sheffield,  147.  South  Mount- 
ain, 23S.  Springfield,  127.  Staten  Island, 
158.  Tarrytown,  76.  Ticonderoga,  186. 
West  Springfield,  127.  While  Plains,  74. 
Winchester,  345,  383.  Wyoming,  2aa 
Yonkers,  78. 

Bays  and  Gulfs,  Index  to,  Ixi. 

Bed-bugs  at  the  "  danger-board  hotels  of  the 
C.  T.  C,"  639-41 ;  at  the  Mar>'land  canal 
house,  239  ;  in  Australia,  566. 

Bed-rooms,  Sunlight,  quiet,  good  air  and  bath- 
tubs wanted  for,  6oa,  612,  614. 

Beginners,  Books  of  advice  for,  678. 

Belgium :  C.  T.  C.  members,  656.  Cycling 
Union,  651,  700.  Free  entry  for  cycles,  599. 
Journals,  699.    Tours,  522,  546,  549. 

Belts,  My  dislike  of,  18,  22. 

Bermuda,  The  Coral  Reefs  of,  353-70, 
»iv.,  592,  790. 

Bicycles,  Index  to  makes  of,  Ixxviii. 

Bicycling :  as  a  bridge  to  social  intercourse, 
5,  14,  729;  as  a  chance  for  character-study, 
3i  5i  <o>  x'i  729;  ^3  ^  cui^  ^^"^  malaria, 
292,  308  ;  as  an  introduction-card,  14,  730 ; 
as  a  solace  for  the  solitary,  14, 34,  255, 309, 
729 ;  as  a  source  of  health,  53, 258, 278, 295, 
537,  565,  685-6, 688  ;  as  a  token  of  sincerity, 
14,  7or,  729.  Business  advantages  of,  501, 
S07>  5*<^>  534f  528.  Cost  of  four  years,  41. 
Elation  in  long-distance  riding,  303.  Enthu- 
siasm for.  Unique  power  of  the,  vi.,  484,  705. 
Freedom,  the  distinctive  charm  of,  255,  472. 
Gracefulness  of,  6. 

Biographies,  Index  to  contributors',  Ixxl 
Birthday  Fantasib  (verse),  22. 

Birthdays,  Index  to,  Ixxi.     Request   for, 

Blue  Ridge  in  a  thunder-storm.  My  four-mile 

descent  of  the,  380. 
Boat-race  management  at  New  London,  130. 
Bonb-Shakbr  Days,  391-406,  xi v.,  523,  541, 

543  •  547- 
Book  of  Mine,  and  the  Nbxt  (This), 

701-331,  xix.,  Ixxxi. 
Books  and  Pamphlets  on  Cycling:  Lists 
of  American,  in  the  market  Aug.    i,  *86, 
655.    Descriptions  and  reviews  of,  672-80. 

Continental  publications,  696-700).  Englidi 
books  and  maps,  6S1-S.  Record-keeping, 
Blanks  for,  676-7.  Index  to  all  the  fore- 
going, Ixxiv.  Index  to  authors,  publishers 
and  printers  of  the  same,  IxxvL 

Books  quoted  or  referred  to  by  me.  Index  to 
non-cycling,  Ixxvi. ;  index  to  authors  of  the 
same,  Ixxvii. 

Boots  and  shoes,  18,  ai. 

Boston,  Out  from,  101-114,  x.  :  Books  and 
papers  of  cycling,  654-9,  662-5,  673-80. 
Clubs,  105,  767,  793.  Hotels  and  horse- 
cars,  105.  Indifference  to  my  subscription 
scheme,  704,  70S.  Irish  sea-coast  settle- 
ment, 372.  Landmarks,  105-6.  League 
parades  at,  371,  616,  618.  Maps  and 
guides,  1 12-13.  Pemberton  and  ScoUay 
squares  contrasted,  104-5.  Police  ineffi- 
ciency at,  371,  616.  Prince-of-Wales  pro- 
cession, 471.  Road-book,  in, 677.  Scene 
of  my  learning  the  bi.  (March  28,  1879),  ^S* 

Breeches  vs.  trousers  as  an  "  extra,"  17,  aa. 

Bridges,  Bicycling  on  the  big,  87,  203,  225. 

Bristed's  (C.  A.)  admirable  defense  of  indi- 
vidual freedom,  727-8. 

British  and  Colonial  Records,  531-72, 

Brokerage  in  the  New  York  Custom  House 
explained  in  detail,  368-9. 

Brooklyn:  Clubs,  97,  586;  Ferries,  87-S, 
97  ;  Prospect  Park,  89,  92,  585  ;  Routes  to 
and  through,  86-90. 

Bugle  calls  and  tactics,  Books  on,  679. 

Bull  Run,  Luray  Cavern  and  Gbttvs- 
BURG,  371-90,  xiv.,  348,  350-1. 

California :  Danger  signal  against  League 
hotels  in,  609.  League  road-book  of,  625, 
799.  Touring  routes,  475-61  489-94^  Wel- 
come to  T.  Stevens,  572, 

Camel-trails  in  Asia,  480. 

Campobello,  Our  afternoon  00.  2701. 

Canada,  My  Fortnight  in,  3 10-32,  xiii. : 
A.  C.  U.'s  claim  to,  631.  Cursed  by  cheap 
hotels,  603,  320.  Deplorable  custonns  regu- 
lations, 311,  324,  575-  New  Brunswick 
references,  265,  270, 274,  790.  Nova  Scotia 
touring,  a82-94.  Prince  Edward  Island, 
290.  Quebec  to  Montreal,  575.  Subscrib- 
ers to  this  book,  789^^  Superiority  of 
roads,  297.  Support  of  C.  T.  C,  636-7. 
Tameness  of  scenery,  301. 

"Canadian  Wheelmen's  Association''  (C. 
W.  A.),  633-636  :  Badge  and  motto.  635 ; 



Constitution  and  government,  634 ;  Defini- 
doDs  of  aodal  itatus,  635;  Finances  and 
DUfimbershtp,  635 ;  Founders,  634 ;  Monthly 
organ,  635,  659, 669-70;  Road-book,  3is-«9. 
336-7,  330,  636,  677.  Railroads  on  free 
lists,  S9S- 

CabsIs,  Index  to,  bdv.    {JSet  "  Tow-path. '0 

Castlb  Soutudb  in  the  Mbtmopous 
(x.  e.,  the  University  Building),  426-72,  xv. 

Catt'  tieatment  by  dogs,  4091  4>6,  425. 

Cemeteries,  Index  to,  bdv. 

Charm  of  bicycling,  iv.,  t,  14,  472,  729. 

Cheap  and  nasty  hotel-system  not  economical, 
606;  condemned  by  C.T.C.  8ufferere,639-4o. 

dargymen :  Air  of  condescension,  727. 
Prises  for  essays  00  wheeling,  658.  Rela- 
tionship to  coUege  foundations,  435.  Tour 
u  Canada,  323-4 ;  in  Europe,  499.  Veloci- 
pediats  in  '69,  391,  403.  Wheeling  reports, 
37«.  512,  544,  5^ 

Clothes,  13,  16-22,  307-8,  475,  485,  494.  S**, 
546,  537,  55a.  565. 

cubs  (index,  Ixiit.)  :  Directory  of  Ameri- 
can, 765-90.  Drill  books  for,  679.  Goy's 
Directocy  to  English,  638.  Formation  of 
proves  the  sociability  of  cycling,  14.  Houses 
in  Baltimore,  590 ;  Boston,  105,  767  ;  New 
York  tod  Brooklyn,  96-7,  586;  Philadel- 
phia, 5S9;  St.  Louis,  652 ;  Washington  ,590. 

Coaching  on  the  old  National  Pike,  243 ;  as 
imitated  on  the  tally-ho,  iv.,  281,  396. 

CbASTIHG  ON  THE  JbKSBV  HiLLS,  I59-78,  Xl. 

OoUeges  (index,  Ixii.),  as  abodes  of  the  only 
real  aristocracy  in  America,  396 ;  Conduct 
of  yooth  at  N.  Y.  U.,  429;  Endowments, 
435*7;  Finances  of ,  437 ;  Newspaper  treat- 
ment of,  397 ;  Religious  control  of,  435. 

(Colombia  CoUege,  References  to,  131,  si6, 

"CoLUMraA,  No.  234,"  35-48,  X- :  Axle,  37, 
40,  45,  46.  Backbone,  39,  40,  43.  Bear- 
>BS*}  37>  40,  4*'  Brake,  40,  42.  Bushing, 
40.  Cam-bolts,  40.  Cranks,  36,  40,  46. 
Handle-bar,  43,  45,  46,  306.  Head,  43. 
Hub,  40.  Mileage  memorial  placard,  48. 
Neck,  38,  40-  Nickeling,  38,  40,  43-  Oil 
cups,  37.  Overlapping,  43.  Pedal-pins, 
45,  47.  Pedals,  37,  47.  Rawhide  bearings, 
43,  336k  "  Rebuilding  "  plans  abandoned, 
47.  Repairs,  Cost  of,  41-  Rims,  45,  46,  350. 
Saddles.  37,  45-  Spokes,  38,  45,  46,  350. 
Spring,  37,  43-  Step,  39.  Tires,  36,  37, 38, 
47,  48.    Wrecked  by  runaway  mules,  44. 

Concierge  in  Paris,  Tyranny  of  the,  458. 

Connecticut,  Shore  and  Hili^top  in,  129* 
149,  xi.,  248-54  (index,  581) ;  League  road- 
book of,  625.  {See  "  New  Haven,»»  "  Yale 

Contents-Table,  ix.-xx. 

Contrasts  between  bicycling  and  other  modes 
of  long-distance  travel,  303. 

Contributon'  Becbrds,  Index  to,  bcxL  ; 
Rules  for,  717. 

0>uvicts  as  road-builders,  355,  563. 

Corduroy,  Praise  of,  19,  21,  307. 

Costumes  for  touring,  16-22,  307-8,  475,  485, 
494,  508,  537,  55a,  565- 

Creeks  and  Brooks,  Index  to,  Ud. 

Curl,  the  Best  of  Bull-Dogs,  407-25,  xv. ; 
Allusions  to,  305,  393,  471 ;  Photo-gravure 
of  (fadng  title-page). 

Custom-Hoiise  rules  as  to  cycles :  Bel- 
gium, free  entry  ordered  Feb.  6,  '84,  599. 
Bermuda,  discretionary,  358.  Canada,  pro- 
hibitory red-tape,  Aug.  5,  '81,  3 1 1.  France, 
varying  practice,  599, 600.  (Germany,  vary- 
ing   practice,   599.     Holland,  free    entry, 

599.  Italy,  free  entry  ordered  June  16,  '85, 

600.  Mexico,  ten  cents  a  pound  gross 
weight,  600.  Switzerland,  varying  practice, 
591,  United  States,  free  entry  ordered  Apr. 
9>  'S4>  370 ;  ^i^t  classed  as  carriage,  instead 
of  machinery,  May  29,  *77»  25- 

Customs  officers.  Experiences  with,  282,311, 
324.  333.  358,  368-70,  518,  575. 

"Cyclists'  Touring  Club"  of  England 
(C.  T.  C),  636-646  :  "Amateurism,"  Defi- 
nitions of,  638,  643.  American  support, 
636,  642-4 ;  allusions  to,  619.  Badges  and 
uniform,  639.  "  B.  T.  C."  as  first  named, 
615, 636,  644.  Bi.  World's  notices  of,  602-4, 
643-4.  Onada,  Slight  support  given  by, 
636,  643.  Chief  Consuls,  636,  645.  "  Co- 
operative tailoring  concern,"  641.  Coun-  • 
cil  of  125  is  constituted,  How  the,  636-7. 
Councilors  in  Apr.,  '86,  List  of,  645. 
"Creed"  of  L.  A.  W.  vs.  C.  T.  C,  644. 
Custom-House  reforms  attempted,  599, 600. 
Danger-board  hotels,  602-4,  639-41.  Dan- 
ger-boards, 643-4,  651.  Divisions,  Size  of 
the  37,  636.  Executive  power  all  lodged 
in  the  Secretary,  64s.  Finance  committee, 
638.  Finances  in  the  U.  S.,643.  Finan- 
cial report  of  '85  analyzed,  641.  Foreijcni 
members,  '^Amateurism  "  of,  638.  Forgery 
confessed  in  court  by  the  Secretary-Editor, 



IzaocuL  GoMtiU^  Th«  official,  641, 687, 691, 
Izxxix.  Government,  Abstract  of  seventy 
rules  for,  637-&  Handbook,  682,  637,  687. 
Hotel  poUcy  denounced  by  Wheeling  and 
Bi.  IVffrtd,  602-4,  641 ;  by  other  sufferers, 
639-40 ;  tariff  shown  in  detail,  607.  Humor- 
ous schemes  for  "a great  future  in  the  U. 
S.,"  643-4.  "  International "  pretensions, 
644.  League  tolerates  C.  T.  C.  in  U.  S. 
only  as  a  social  sentiment,  642,  644.  Life 
memberships,  644.  London  region  supplies 
a  third  of  the  membership,  636.  Maps,  6S3. 
Meetings,  637, 642.  Membership  statistics, 
636.  Journalism  denounced,  by  the  pre- 
siding judge  of  a  London  law-court,  as 
"  the  lowest  and  vulgarest  abuse,"  xci. 
N.  C.  U.,  Affiliations  with,  638,  646,  648. 
Officers,  Election  of,  637 ;  in  U.  S.,  645 ; 
list  of  iu  Apr.,  '86,  646.  Publications,  638, 
642,  6S7-8,  691.  Quorum,  642.  Railroads, 
Tariff  for,  598.  Renewal  list,  638,  688. 
Representative  Councilors,  636, 645.  Road- 
book promised  for  '87, 642, 687.  Secretary- 
Editor,  Appointment,  salary  and  duties  of, 
637-8 ;  autocratic  power  of,  642 ;  compla- 
cency of,  as  to  badges,  hotels  and  Gazette^ 
639,  641,  691 ;  portrait  gallery  of,  691 ;  repri- 
manded in  court  for  literary  forgery,  xci. 
State  consuls  in  America,  List  of,  643. 
Tailoring  and  trading  accounts,  641.  Tanff 
of  hotels,  607;  r.  r.'s.,  598.  Unimpor- 
tant allusions,  601-8,  615-16,  619,  665,  667, 
669,  681-88,  693-5,  699-7«>t  765-  Usurpa- 
tion of  League  functions  resented,  644. 
Voting  for  officers,  System  of,  637.  Weak- 
ness of  perambulatory  Coundl,  642.  Wheels 
trie's  criticisms  of,  602,  639,  641.  Women 
members,  638. 

Cyclometen :  Butcher,  114,  127, 135,  147, 
322,  374,  482,  500,  506-8,  511,  517,  519-21, 
524,  526,  528,  529,  530.  Church,  524.  Ex- 
celsior, 128,  138,  189,  508-11,  524,  528,  666, 
714.  Hernu,  546,  555.  Lakin,  378,  50S, 
524,  526-8,  797,  799.  Lamson,  506.  Liv- 
ingston, 714.  McDonnell,  138,  149,  237, 
348,  335,  3^>  484*  50S.  S09>  5io>  5>if  5i2> 
513,  5»5-7.  5«9-»o,  524,  S27-30»  553.  569.  575» 
714.  Pope,  24,  135.  5o8»  5".  5»3i  S»7i  Sao, 
523,  581.  Ritchie  Magnetic,  172,  507,  511, 
523.  Spalding,  499,  508.  Suntoo,  508. 
Thompson,  517,  533.  Underwood,  508. 
Wealemefna,  533,  532. 

DisUnces,  "  U.  S.  Army  "  Table  of,  680. 

D«lftWftre  (index,  589). 

Denmark  :  C.  T.  C.  members,  636-7. 

Directory  of  Whebumbn,  765-99{,  xx. 

DlBtrictof  ColumbU  (index,  590). 

Dog  as  a  companion  in  touring,  562,  565. 

Dogs,  Anecdotes  of,  iu  biography  ol  *'  Curl, 
the  best  of  buU-dogs,"  407-25. 

Down-East  Fogs,  In  the,  xii.,  255-81. 

Down-Elast  tours  of  '84-'85,  573-4. 

Drill  books  for  bugle,  tactics  and  singing,  68ow 

Electrotyping,  Dates  of,  ix.-xx.,  710. 

England  and  tho  English,  444^8,  530-69, 
636-51,  688-96,  790-94.  "Amateurism " 
satirized  by  the  Baty  6sp.  Aristocracy  in 
the  newspapers,  Treatment  of,  396.  Auto- 
biographies of  wheelmen,  531-45,  547-58. 
Book  of  bi.-tour  made  by  Americans  in 
'79*  673.  Books  and  pamphlets  on  cycling, 
68i-8.  Class  distinctions,  446-7.  Conven- 
tional attempts  at  "  naturahkesa,"  448. 
Crystal  Palace  dog  show  of  '72.  405.  Cy- 
clists' Touring  Club,  636-46,  681  («r#  spe- 
cial index,  '*  C.  T.  C").  "  Danger-board 
hotels' of  C.  T.  C,"  Testimony  of  sufferers 
at,  604,  639-41-  Diet  of  tourists,  537,  544. 
Evolution  of  bicycle  from  bone-shaker,  402. 
Halifax  has  an  English  atmosphere,  292. 
Hogg's  (J.  R.)  exposure  of  "amateur- 
ism," 649.  Humor  in  wheel  literature. 
Ideal  of,  693.  Individuality,  Obliteration 
of,  445-8.  Journalism  of  cycling,  547-8, 
688-95. 706.  Land's  End  to  John  O'Groat's, 
536,  554-7'  London,  426-7,  436  (j»r  spe- 
cial index).  Longest  19  days'  ride,  535-6. 
Longest  year's  record,  53 1-2,  558.  Manners 
and  customs  in  social  life,  444-8.  Maps, 
681-7.  ^y  '76  tour  which  never  took  place, 
406.  Narrow-mindedness  of  business-men, 
484.  National  Cyclists'  Union,  646-51  (ute 
special  index,  "  N.  C.  U.").  Newspaper 
gossiper  sent  to  jail  by  Lord  Coleridge,  280. 
Newspap>er  prattle  about  the  nobility  and 
gentry,  396.  Prince  of  Wales's  visit  to 
America,  469-71-  Racing,  532-44,  547, 553-4- 
Racing  men.  Wheeling's  social  classifica- 
tion of,  629.  Railroad  and  s.  s.  rates  for  cy- 
cles, 598-9. .  "  Rights  and  Liabilities  of  Cy- 
clists," Law  book  on,  684-5.  Road-books 
and  guides,  550, 68 1-8.  Road  races,  532-44, 
553-8.  Self-suppression  the  supreme  law, 
445.  Servitude  to  servants,4 44-7.  Snobbery 
of  the  middle  classes  shown  by  "  amateur- 
ism," 650,   '•  Society  of  Cyclists,"  Dr.Rich- 



ardaoa'a,  647.  Social  conditions  shown  by 
iDo-keq>ing  customs  and  ideals,  602;  by 
abosive  personalities  of  cycling  press,  695. 
Subscribers  to  this  book,  Attraction  of, 
706;  Names  of,  790-a.  Subscribers  to 
lVhe€lm€aCs  GagttUy  662.  Sunday  riding. 
Statistics  of,  S4«-a.  "Tri,  Association" 
and  "Tri.  Union,"  in  N.  C.  U.,  647. 
Wheeling  biographies,  472-3.  Worship  of 
wealth,  446.  Wales,  Touring  in,  673,  681. 
Yates  (£.)  sent  to  jail  for  libel,  280. 

"  Er"  abetter  termination  than  "  ist,"  673-4, 

Ebib  Canal  and  Lakb  Erib,  Ths,  199- 
aoS,  xL 

Evarts  as  a  talker  for  business  only,  724. 

Eiemirtion  from  duty  for  tourists'  cycles  en- 
tering the  United  States,  How  my  Ber- 
muda trip  brought,  -jfA-io. 

Szpendituxes:  Baggage  and  express,  41. 
Bermuda  trip,  364.  Custom-House  charges,* 
599-600.  £!t»w-breaking,  35.  Elwell'stour, 
357.  Fees  to  baggagemen,  86, 96, 221,  596. 
Horse-scaring  in  '69, 395.  Mammoth  Cave, 
331.  Nova  Scotia  hotels,  288,  and  tour, 
292.  Repairs  of  machine,  41.  Riding- 
dothes,  41.  Scotch  tourist,  546.  Veloci- 
pedes of  '69,  400. 

Fathers  and  sons  as  cyclers,  494,  517,  521, 
5*4,531,  564- 

FMI :  A.  C.  U.,  631 ;  C.  T.  C,  638,  643 ; 
L.  A.  W.,  624;  N.  C.  U.,  647,  649;  Bag- 
gagemen, 86,  96,  221,  596;  Ferries,  96; 
Horse-car  lines,  86. 

Fifth  Avenue,  N.  Y.,  65,  451-4,  583. 

First  bicyde  ride  iu  America,  330 ;  in  United 
States,  406. 

First  "thousand-mile  trail,"  304,  532,  549, 


Food  of  long-distance  riders,  480,  537. 

Fording  the  New  Zealand  rivers,  568. 

Foreign  ConatriBS,  Index  to,  Iviii. 

Fortnight  in  Ontario,  A,  310-32,  xiii. 

Forty  Days  Straightaway,  294-309,  xiii. 

Fotnr  names  for  cyclers  to  honor,  370. 

Four  Skasons  on  a  Forty-Six,  24-34,  x. 

France  and  the  French:  Autocratic  rule 
of  the  concierge,  458.  Books  and  papers, 
69S-9.  Cycles  at  the  custom  house,  599, 
6oa  C.  T.  C.  members,  636.  Hatred  of 
originality,  468.  Invention  of  cycling  in 
olden  time,  x.  Lallement  at  Ansonia  and 
New  Haven,   X39>42,  394-    Long-distance 

rides,  5S2-3,  558.  Maps,  682.  Paris,  Allu- 
sions to,  2, 99,  280, 403, 406,  426,  448,  45S-9, 
480,  545,  551,  558,  563,  611,  64s,  651,  695-9, 
792.  Racing  free  from  "amateurism," 
628.  Railroad  rates,  599.  Social  ideals, 
46S.  Stevens's  ride,  480.  Subscribers  to 
this  book,  792.  Union  V^loclp^dique,  651, 
6;>8.  Velocipeding  in  '68,  390,  403. 
"  Free  Advertising  " :  Explanation  and  de- 
fense of  the  policy,  653,  707,  718.  Gained 
by  authors  and  publishers  from  my  scheme, 
6531  718;  by  hotels  which  give  their  best 
treatment  to  wheelmen,  602,  607,  609,  612, 
614;  by  hotels  which  subscribe  for  this 
book,  605 ;  by  r.  r.  and  s.  s.  routes  which 
class  cycles  as  baggage,  591  ;  by  this  book 
from  the  cycling  press,  704-9,  718-19;  by 
wheel  literature,  653.  Given  by  Bi.  World 
as  League  organ,  6x8 ;  by  the  Pope  Mfg.  Co. 
to  the  trade  in  general,  659,  679 ;  by  racing 
men  to  cycles  which  win,  628;  by  T.  Ste- 
vens to  (he  trade  in  general,  484 ;  by  trades- 
men to  cycling  books  and  papers,  653. 
Neglected  chance  at  Coventry,  6S4.  St. 
Louis  sarcasms  in  Am^  Wheelman.,  671. 

"  Froth  and  foam,"  Racers  likened  to,  v. 

Genealogy  as  a  scientific  study,  722. 

Geographical  miscellany  (index,  Ixiii.). 

Oermany  and  the  QermanB:  Barthol's 
(H.)  2S00  m.  tour  of  '84,  551-2.  Books  and 
papers,  697.  C.  T.  C.  members,  636-7. 
Cycles  at  the  custom  house,  599.  Fiske's 
(G.  F.)  tour,  522.  L.  A.  W.  members, 
617-18.  Roads,  480-1,  522,  551-2.  Ste- 
vens's (T.)  ride,  480-1.  Subscribers  to  this 
book,  792.     Wheelmen's  Union,  651,  697. 

Ghostly  wheelmen  in  the  fog,  268. 

Gloves,  My  preference  as  to,  18,  733. 

Gossip,  Distinctions  between  verbal  and 
printed,  280;  American  collegians  and 
English  nobility  lied  about  by  newspapers 
for  similar  reasons,  296-7. 

Grandfather's  cycling  record  of  17,600  miles 
in  three  years,  1883-5,  An  Australian,  562. 

Grandfather's  luckless  contract  as  a  cycling- 
path  builder,  in  1825,  My  maternal,  180. 

Grant's  (Gen.)  sagacity  as  to  personal  peril, 
Anecdote  of,  724. 

Great  American  Hog,  The,  10,  596,  615,  621 ; 
Road  law  for  checking,  584,  680. 

Greeting  :  to  my  3000  Co-partners  (verses), 

Halifax,  Pleasant  impressions  of,  292. 



Hamerton's  (P.  G.)  reflections  on  solitude 
and  independence,  467-9. 

Haryard  College :  Banlett's  (Gen.  W.  F.) 
noble  speech  at,  in  1874,  386.  Buildings, 
434-5'  Guide  book  to,  1 13.  Jealousy  of 
Yale,  35,  256.  Newspaper  lies  about,  397. 
Stupidity  as  to  boat-race  management  at 
New  London,  131.  Successful  financial 
policy,  437.  Unimportant  allusions,  loi, 
>03»  494»  5 Ml  658,  665,  767.  Velocipeding 
in  '69,  403. 

Hats  and  caps  for  touring,  18. 

Health  is  won  by  cycling.  Books  showing 
how,  685-6,  688. 

Healtli  fulness  of  cycling,  Examples  of  the, 
53,  258,  278,  295.  537,  565- 

Hills  and  Mountains,  index  to,  Ix. 

Historical  Statistics :  Bermuda,  354-7. 
Brooklyn  Bridge,  86.  Central  Park,  92-5. 
Long  Island,  155.  New  Haven,  132 ; 
Velocipeding  at,  400-2.  New  York  City, 
Settlement  of,  64;  University  of,  433-5, 
437-8.  Prince  Edward  Island,  290.  Pros- 
pect Park,  89.  Shenandoah  Valley,  346-8. 
Staten   Island,  155.     Washington   Square, 

64-S.  432-4- 

Hog  who  thinks  the  roads  of  this  continent 
are  his  private  property  ijue  "  Porcus 
A  mericanus  "). 

Holland  and  the  Dutch:  C.  T.  C.  mem- 
bers, 636-7.  Cyclers'  Union,  651,  700. 
Free  entry  for  cycles,  599.  Long  day's 
ride,  553.  Subscriber,  792.  Tour,  532. 
Wheel  literature,  700. 

Holland  (Dr.  J  G.)  as  "  the  American  Tup- 
per,"  Carl  Benson's  exposure  of,  728-9. 

Honor  these  four !  370. 

Horseback  traffic  in  Kentucky,  226 ;  traveler 
in  Europe  beaten  by  bicycler,  558. 

Horses,  Cyclers'  treatment  of,  10  ;  Runaways 
never  caused  by  my  bicycle,  57;  Various 
allusions  to,  237,  293,  321,  380,  395,  529, 
566,  571. 

Hotels,  The  Question  of,  601-14,  xviii., 
'639-41,  Ivii. :  Alphabetical  list  of,  146.  Bath- 
tubs wanted  at,  601,  602,  614.  Clerk's  in- 
solence rebuked,  338.  Constraint  of  life  at, 
450.  Index  to  those  named  in  this  book, 
612.  Overcrowded  by  touring  parties,  320. 
Recommendations  of,  201,  221,  231,  238, 
331,  345,  348,  381.  Where  this  book  may 
be  consulted,  609.  Women  patrons  of, 
442,  450.    Women  waiters  at,  13. 

Hudson  and  Lake  Gbokgb,  179-98,  xi. 

Humors  of  the  Boad :  Acadians*  picnk 
in  the  rain,  283.  Astonishment  at  the 
novel  vehicle,  8,  272,  379.  Australians' 
greetings,  560.  Binghamton  B.  C's  coa- 
tempt  for  my  long-distance  trophy,  30& 
Brave  passenger  and  his  apology.  The, 
380.  Car-drivers'  repartee,  105.  Cartoons 
of  velocipeding,  390.  Coaching-club  pho|og- 
raphers  take  my  back  for  a  background, 
281.  Compliments  from  the  Small  Boy,  6, 
'3f  48,  54-  Cooking  chickens  in  Viiiginia, 
350.  Diffident  introductions,  3.  Dogs,  18, 
i40»  565.  Facetiousness  of  the  Erie  canal* 
lers,  8-9.  Forced  to  mount  the  mail-coach, 
560.  Free-lunch  at  East  Machias,  271. 
Froggingin  the  Shenandoah,  383.  Good' 
bye  chortle  to  the  charmers  of  Calair, 
266.  Great  American  Hog,  The,  10,  596, 
615,  621.  "Journalism"  on  the  border, 
263.  Larrigans  for  the  Blue  Noses,  265. 
Martinetism  on  Mt.  Desert,  275-8.  Mis- 
taken for  an  undertaker,  195.  Newspaper 
lies  about  Rosenbluih's  horse,  397 ;  theo- 
ries as  to  "  riding  in  the  rain,"  263.  Re^ 
torts  courteous,  8-1 1, 265,  396,  568.  Scissors- 
grinding,  Request  for,  225.  Scouring  the 
Connecticut  River  tow-path,  in  search  of 
"  my  lost  inheritance,"  180.  "  Watdiing 
for  the  circus  "  (me  in  Me  ),  264.  Women's 
wayside  rudeness,  9,  11.  World-wide  ad- 
vice to  T.  Stevens,  477. 

Hundred  mile  road-race  of  '85  in  Canada, 
320-2 ;  English  annual,  '77  to  '85,  554,  534-3, 
538  ;  Reference  to  Boston,  516. 

Hungarian  tourists,  481,  551,  553,  79a. 

Ice  velocipede  of  '69,  404. 

"Impressions'*:  Bermuda,  365.  Gettys- 
burg, 385,-6.  Hahfax,  292.  Litchfield,  142. 
London,  406,  425,  448.  Luray,  381-2. 
Mammoth  Cave,  232,  381.  New  York 
Harbor,  99.  Peniberton  Square,  104.  To- 
ronto, 318.     Washington  Square,  432-3. 

Incidents  and  Accidents  (^^  special  index, 
Ixxxiii.;   also,  "  Humors  of   the  Road"). 

India,  T.  Stevens's  1400  mile  ride  through, 
in  the  summer  of  '86,  571-2. 

Indiana:  League  membership, 617-18.  Road- 
book, 625.  Road-reports  from  5  counties, 
235.  Subscribers,  785-6.  Tours,  479, 486-$, 
519.     IVhttfnutCs  Record^  xciii. 

Indian  chief's  longing,  The,  295,  731. 

India-rubber  cloth  for  luggage-roll,  aa  ;  cops 



and  poadies,  z8,  57 ;  drinking-tubes,  22  ; 
ovenbocs,  ai;  soles  unsoited  for  touring, 

Institutions,  Minor  Cycunc,  633-52,  x. 

Inventions  and  patents,  520,  526,  550. 

IPBlaiid  and  the  Irish:  Author  in  Amer- 
ica, 674.  Boll-dog  fanciers,  406, 409.  "  C. 
T.  C  hotels  "  denounced,  640.  Dublin  and 
Killamey,"  Faed*s  "  trips  to,  xcv.  Journal- 
ism, 654,  695.  Maps,  6S2-3.  Members 
of  C.  T.  C,  645-6,  688.  Pamphlet  of 
tour  in  England,  686.  Racing  governed  by 
I.e.  A.,  652.  Road-guides,  685.  Soldiers 
in  our  civil  war,  422.  Straightaway  ride, 
by  W.  M.  Woodside,  499.  Subscribers, 
72a.  Touring  report,  545.  Wheeling  static- 
tics  of  W.  Bowles,  545.  ' 

TllMldB,  Index  to,  Ix. 

'*  1st "  inferior  to  '*  er  "  as  a  verbal  ending, 
673-4.  669,  800. 

It^:  Barthol's  (H.)  tour,  552.  Bohon's 
(A.  M.)  tour,  549.  Cycles  at  the  Custom 
House,  600.  Raihvad  rates,  599.  Sub- 
scribers, 792,  798.  Tricycling  in,  Pennells' 
book  of,  530,  687.    Wheel  literature,  700. 

Jafpan:  Suvens's  tour,  572.  Subscriber, 

Jonnudism  of  the  Wheel,  654-700.  Alpha- 
betical index  to  all  cycling  and  sporting 
papers  quoted  or  referred  to  in  this  book, 
hadL  Americanpressof '86, 661-72.  Argu- 
ment for  free  advertisement  of  it,  653-4, 
and  by  it,  718-9.  Ausvalian  papers,  696, 
570.  Belgian  papers,  697.  Bound  volumes 
for  libraries,  662-3  r  69  r .  Circulation ,  State- 
ments and  opinions  about,  654,  656,  659, 
661,  665,  669-70,  691,  693-4,  697,  707. 
'*  Consolidation,''  Fallacy  concerning,  659, 
668,  6^.  Dutch,  700.  Editors,  Sugges- 
tions to,  7  (9b  English  press,  Sketch  of  the, 
688^5,  650,  547-9 ;  French,  69S-9 ;  German, 
697,  699;  Hungarian,  697;  Italian,  700; 
League  policy  unaffected  by  press  clamor, 
6i8-2o,  630.  List  of  22  Am.  and  Eng.  jour- 
nals, Aug.  I,  '86,  654.  Norwegian,  700. 
OflSdal  organs,  618-21,  650,  720.  Personal 
abuse.  Specimens  of,  694-5.  Postal  regis- 
tration for  second-class  ratss,  619-20,  667. 
*'  Reading-notices,*'  Ineffectiveness  of, 
708^,  718.  Rivalry  between  "Coventry 
ring  "  and  "  Hlutlmg  crew,"  690,  694-5, 
547^  Spanish,  70a  Sporting  and  out- 
ode  papen   support   cyding,  67a,  695-6. 

Southern  papers  (U.  S.),  670,  672.  Supple- 
mentary details.  May  i,  1887,  xciv.  Swed- 
ish, 700,  Touring  reports  less  attractive 
than  race  reports,  716.  Treatment  of  my 
subscription  scheme,  704-9.  Western  papers 
(U.  S.),  660.1,  669,  671-2.  Writers,  pub- 
lishers and  printers,  Index  to,  Ixxiii. 

Jounullsm  in  general :  Index  to  all  non- 
cycling  periodicals  quoted  as  referred  to  in 
this  book,  Ixxvii.  Injury  of  printed  gossip 
in  "society  papers,"  281.  Inventiveness 
of  local  editors  on  the  Down-East  border, 
263-4.  Lies  told  "  for  revenue  only "  : 
against  the  nobility  in  England, — against 
the  collegians  in  America,  396-7.  Remark- 
able run  by  my  while  horse's  ghost  of  '69, 
spurred  by  editorial  scissors,  from  Maine 
to  California,  397-8.  Reminiscences  of  six 
years'  Atlas-business,  in  holding  up  the 
}V0ridy  720-1.  Suggestions  to  reviewers, 
viti.  Tupperism  and  Greeleyism  rebuked 
by  Charles  Astor  Bristed,  727-8. 

Kentucky  and  its  Mammoth  Cavb, 
224-37,  «ii.  (index,  590). 

Khorassan  and  Koordistan,  T.  Stevens's  ad- 
ventures in,  481,  4S3,  570. 

Lakh  Gborgr  and  thr  Hudson,  179-98,  xi. 

Lakes  and  Ponds,  Index  to,  Ix. 

Lakin  cyclometer  prize  for  1885  mileage,  527-8. 

Lallement  at  Ansonia,  139-41,  394. 

Lanterns,  18,  516,  518. 

Larrigan  manufactory,  265. 

Last  Word,  Thk,  800. 

Lawyers  as  wheelmen,  503,  511,  533. 

Lbacub  op  American  Whbblmbn,  xviiL, 
615-33  :  Amaieitr  Athlete  as  official  organ, 
619, 667-8.  "Amateur,"  Definition  of,  624 ; 
racing  men  expelled  by  the,  629.  Appoint- 
ment of  officers,  622,  624.  Bi.  World  as 
official  organ,  618,  663,  665.  Badge,  616, 
639.  Bookmaster,  623,  627,  586.  Bulletin^ 
Expenses  and  receipts  of,  620,  661,  Ixxxiv. 
California's  certificate  against  League  ho- 
tels, 609 ;  road-book,  625.  Chief  Consuls, 
617,  622,  623.  Committees,  622, 627.  Con- 
suls, 624.  "Creed"  vs.  C.  T.  C,  644. 
Defalcation  of  Secretary-Editor,  Ixxxiv. 
Elections,  623,  626.  English  editors'  at- 
tempt to  discredit  its  "time,"  547,  626. 
Executive  Committee,  622-3,  627,  Ixxxiv. 
Founded  on  my  broken  elbow,  34.  Gov- 
emmental  reform,  Pres.  Bates  on,  626. 
Hand-books,  625,  677.    Hostility  to  C.  T. 


C  eocroachments,  644.  Hotels,  Policy 
denounced,  6ot,  641.  Hotels,  Appoiutmeut 
of,  by  diiel  consuls,  624,  609.'  Incorpoia-  • 
tion  proposed,  626.  Life  memberships,  624. 
New  York  Division,  Electiou  law  and  sta- 
tistics of ,  626.  Marshals,  623,637.  Meet- 
ings, 623.  Membership,  Committee  on, 
622, 627  ;  ^reographical  statistics  of ,  617-18; 
Mode  of  applying  for,  624 ;  Two  arguments 
for,  621.  Officers,  Duties  of,  62 1-24 ;  Elec- 
tioh  of,  623, 626 ;  Meetings  of,  623  ;  Names 
of,  626-28;  Praise  of,  618, 621.  Offshoots: 
A.  C.  U.  and  C.  W.  A.,  628, 633.  "  Organ- 
ship  "  iu  '84,  Bids  of  various  papers  for,  619. 
Parades,  '80  to  *86,  615-18,  21,  225,  371. 
Political  power,  Pres.  Bates  on,  62  \.  Presi- 
dency, Argument  against  "  rotating  "  the, 
617.  President,  616,  622-3,  627.  "Pro- 
fessional," Definition  of,  624.  Publication 
of  road-books,  625.  Quorum,  622.  Races 
at  N.  Y.  and  Boston,  616.  Racing  Board, 
623, 627, 629-30, 633.  Racing  men  expelled 
for  "amateurism,"  629.  Railroads  class- 
ing bicycles  as  baggage,  594.  Representa- 
tives, 617,  622-3.  Rights  and  Privileges, 
Committee  on,  621-2,  627.  Road-books  of 
State  Divisions,  625, 677,  581-2, 584.  "Rota- 
tion," Protest  against  official,  618-21.  Rules 
and  Regulations,  Committee  on,  622,  627. 
Salary  of  Secretary-Editor,  622;  of  Sec- 
Treas.  N.  Y.  Div.,  626.    State  Divisions, 

622,  625-6 ;  officers  in  service  Oct.  30,  '86, 
627-8.  Steamship  routes  on  free  list,  593. 
Subscribers  to  this  book.  Names  of  officers 
who  are,  765-89.  Touring  Board,  623, 627. 
Transportation  Committee,  Appointment 
of,  622  ;  names  of,  627  ;  effective  work  for 
r.  r.  concessions,  591 ;  neglect  of  the  water 
routes,  593.  Treasurer,  617-19,  622,  627. 
Unimportant  allusions,  94,  113,  119,  128, 
154, 176-8,  199.  a*4»  242.  aSi,  371,  372,  488, 
493.  504,  S08,  510,  516-19,  523-6,  530,  603-8, 
665,  667.8,  670,  675,  693,  704-5,  715,  717, 
720,  765-89,  800.  Washington  parade,  371. 
Wheel  as  official  organ,  619,  667.  Vice- 
President,  616,  622,  623,  627.  Votes  con- 
trolled by,  615,  6a  I.  Voting  for  officers  of, 

623,  626,  Isncxix. 

T.«pil-Tender  dedsion,  Rejrret  for  the,  464. 

LegiBlation  against  Cycling :  Attempts  in 
Ohio,  621 ;  in  New  Jersey,  588,  735.  Com- 
mon law  a  defense,  5S4,  615,  680.  Test 
case  at  Central  Park,  93-5,  585,  xc 

Library  of  N.  C.  U.  at  London,  65a 

Liidifield  as  a  typical  village,  142. 

Loadstone  Rock,  Comparisons  to,  354,  724. 

Log  keeping  by  tourists.  Books  for,  676. 

London  (*«*  "  England,"  "  C  T.  C."  and 
"  N.  C.  U.") :  Books  and  papers  of  cydiog, 
68 1-8.  Characterization  of  by  Co wper,  406 ; 
by  Dr.  Johnson,  426,  436.  C.  T.  C.  takes 
one-third  its  members  from  region  of,  636. 
Dog  show  of  1872,  405.  Halifax  as  a 
reminder  of,  29a.  Journals  of  cycling, 
688-95,  654t  547-9*  Maps,  681-2.  Queen's 
progress  through  the  mob,  441-  Seclusion 
in.  My,  405-6,  427, 471.  "  Secretary-Editor 
of  C.  T.  C."  rebuked  for  forgery  and  vulgar 
abuse,  by  Mr.  Justice  Wills,  xdi.  So- 
ciety journalist  sent  to  jail,  by  Lord  Cole- 
ridge, 280.  Subscribers  to  this  book,  791. 
"  Views  "  inferior  to  tbose  of  N.  Y.,  99, 
45*  • 

Long  -  Distance  Routes  and  Riobks, 
473-So»»  «vi. 

Long  Island  and  Statbn  Island,  150-58, 
xi. ;  Road  book  and  maps,  584,  625. 

Loquot,  The  incomparable,  365. 

I^uggage-carriers,  Lamson  and  Z.  &  S.,  17, 
22,  45,  714. 

Luray  Cavern,  Praise  of,  381-2. 

Macadam  in  the  U.  S.,  The  first,  24a ;  Primi- 
tive mode  of'  applying  it  on  the  Shen- 
andoah pike,  345. 

Macliines,  Breakage  and  repairs  of,  37-41, 4S7, 
492,  496,  498.    Guides  to,  550,  67s,  683-7. 

Maine  (index,  573),  Touring  party  in,  255-81. 

"  Maker's  Amftteun " :  Expulsion  of  by 
L.  A.  W.  and  N.  C.  U.,  629-30,  648MJ. 
Qassed  as  "promateurs"  by  A.  C.  U., 
632.    Definition  of,  632. 

Makes  of  bicydes  and  tricycles  mentioned 
in  this  book.  Indexes  to,  IxxviiL 

Malaria  cured  by  bicyding,  295,  308. 

Mammoth  Cave  of  Kentucky,  231-2,  387-2. 

Manhattan  Island,  Geography  of,  64 ;  En- 
trance to,  84.   {Se«  "  New  York  City.") 

Maps:  Adirondacks,  187,  211.  Berkshn-e 
Co.,  Ms.,  112.  Boston,  113.  Brooklyn, 
99,584.  Buffalo,  58S.  Canada,  331.  Cat»- 
kills,  187.  County,  99,  1x2,  177,  187,  6Sa. 
Connecticut,  99,  112,  113,  148,  177,  393. 
England,  6S1-7.  France,  682.  Ireland,  683. 
Kentucky,  590.  Lake  Geoi^,  99.  Loo- 
don,  681-2.  Long  Island,  99, 154,  584, 625. 
Maine,  575.    MassachuaettSp   122-13,   >76. 



Ml  Desert,  aSi.  New  Brunswick,  331. 
New  England,  1 13,  33 1.  New  Hampshire, 
577.  New  Jersey,  100,  159,  176-7,  New 
York  City,  100.  Nova  Scotia,  393.  Ohio, 
615.  Onurio,  331.  Orange,  175,  584, 
5S8.  Rhode  Island,  581.  Scotland,  681-3. 
Spn'nRfi^ld,  126,  254,  State,  112.  Staten 
I»!and,  99,  158,  625.  Vermont,  578.  Vir- 
ginia, 352.    Westchester  Co.,  99,  100. 

If  ftps  Ful>liahed  by  Adams,  100,  1 13,  1491 
«77,  33»»35»-5-  Barkraan,  584, 625.  Beers, 
99, 126, 14^^,  174-5. 177.  187. 577-  Bradley, 
254.  Bromley,  176.  Collins,  683.  Collons, 
99.  "3,«49.  158.  »77.  »S7,  293.  33'.  352, 
575,  577.  579.  58>,  S90-  Cupples,  Up- 
ham  &  Co.,  112-13.  Gill,  683.  Heald, 
154.  Jarrold  &  Co.,  6S3.  Johnson,  352. 
Knight  ft  Leonard,  245.  Letts,  681-2. 
Mason  &  Payne,  681-2.  Merrill,  198. 
Paul  ft  Bro.,  5SS.  Philip  ft  Son,  682-3. 
Smith,  176.  Steiger,  100.  Stoddard,  187, 
211.  Taintor,  19S.  Walker  ft  Co.,  113, 
126.     Walling,  576.     Watson,  154. 

Massachusetts  (index,  579) :  Road-reports, 
101-28.  General  Bartlett's  message,  as  the 
representative  soldier  of,  386.  Algernon 
Sidney's  motto  variously  interpreted,  386, 
466.     Myself  as  a  native  of,  367,  372,  722. 

May  Fourth,  1887  (verses),  xcvi. 

Medals  for  long-distance  riding,  553, 559,  562. 

Medical  men*s  experience  in  wheeling,  510, 
523  ;  testimony  for,  62,  658. 

Memorial  tributes  to  Gen.  Bartlett  and  Maj. 
Wlnthrop,  as  typical  Yankee  heroes  in  the 
civil  war,  386,  439. 

Mezieo :  Cycles  at  the  custom  house,  600 ; 
sabscribers  to  this  book,  790. 

Mileage  statistics,  Annual( American), 503-30 ; 
(Australasian),  562-9;  (English),  531-5S. 

Misprint  of  price  (#1.50 for  $2),  732,  734,  799. 

Mistresses  and  wives,  442-4. 

Konntain  PealEs  and  Banges,  Index  to, 

Mt  Desert,  Two  days'  wheeling  on,  275-9. 
Mules'  perversity,  9,  44,  199,  208,  379. 
Music  and  songs  for  wheelmen,  679,  686, 693. 
X7  Autobiography,  Index  to,  Ixxix. 
My  bull-dog's  life  and  adventures,  407-25. 
My  prize  essay  (which  didn't  take  the  prize), 

"  Oh  thb  Whbbl,"  1-14,  657-8,  702,  iii. 
"  My  Second  Ten  Thousand,"  Proposals  for, 

716-7,  211,  501,  573,  590. 
Mr  234  RiDSS  00  "  No.  234,"  4^3.  x. 

Nadal's  (E.  S.)  impresnons  of  social  life  in 

London  and  New  York,  447*9. 
Names:  Alphabetical  lists  of  1476  persons 
mentioned  in  the  main  text  of  this  book, 
Ixv.-lxxi. ;  of  3400  subscribers,  734-64,  794- 
6 ;  of  3482  towns,  Ixviii.-lxxviii. 
•* National  Cyclists'  Union"  of  Xngland 
(N.  C.  UOf  646-651 :  "Amateurism,"  Defi- 
nit  ion  of,  638  ;  financial  dilemma  produced 
by,  648 ;  proposed  abolition  of,  649 ;  vacil- 
lation in  treatment  of,  630,  649.  "  B.^.," 
as  first  named,  647.  Championship  meet- 
ings and  gate-money,  649.  Council  of  Dele- 
gates, 647.  Danger-boards,  651.  Exec- 
utive Committee  in  '86,  646 ;  in  '87,  Ixxx. ; 
functions  of,  648 ;  logical  criticisms  of,  by 
J.  R.  Hogg,  649;  threatened  libel-suits 
against,  630,  649.  Financial  gains  in  '85 
and  losses  in  '86,  648.  Libel  suits,  Danger 
of,  630,  649.  Librarian's  appeal  for  dona- 
tions, 650.  Local  Centers,  officers  of ,  in  '84, 
646 ;  finances  of  in  *86,  648 ;  functions  of, 
648,  65 1.  Medals  for  record-breaking,  65 1 . 
Membership,  647 ;  Dissatisfactwn  of,  649. 
Mismanagement  of  '86  races,  648.  "  Ob- 
jects" officially  defined,  647.  Officers,  Elec- 
tion of,  647 ;  Names  of,  646,  xciii.  Publi- 
cations, 650.  Quonim,  647-8.  Races  of 
*86  mismanaged,  648.  Racing-register  pro- 
posed, 649.  Record-medals,  651.  Refer- 
ence library,  650.  Representation,  Mode 
of,  647-8.  Reserve-fund,  648-9.  Review, 
The  official  quarterly,  650.  Roads,  Efforts 
for  improved,  647,  650.  •*  T.  A."  and  "  T.' 
U. "  absorbed,  647.  Unimportant  allusions, 
615,  686,  693,  695.  Wheeli$tg^s  criticisms, 
629-30,  648-51,  xciii. 

National  Pike,  The  Old,  24J-3. 

Natural  Bridge  and  Luray  Cavern,  Sugges- 
tions for  visitors  to,  349-51,  382,  495. 

Negroes*  amusement  over  bicycling,  272,  379 ; 
dread  of  the  medicine-men,  431;  neat  ap- 
pearance at  Bermuda,  364. 

New  Bnmswlek:  Larrigans  at  St.  Ste- 
phen's, 265,  270.  Our  aftei^oon  on  Campo- 
bello,  270,  515.    Tour  to  St.  John,  274. 

New  Hampshire  (index,  575)  :  Tours  among 
the  White  Mountains,  575-7. 

New  Haven :  Bone-shaker  days  of  1869  at, 
391-405.  East-Rock  Park  (verses),  136. 
Lallement  at,  139,  394.  Plan  of,  132. 
Roads  around,  132-3,  138,  149.  Velociped- 
ing  at,  39«-405.     {See  "  Yale  College.") 



New  Jeney  (index,  58S):  Road-reports, 
159-78.  State  Geological  Survey  and  Offi- 
cial Atlas,  159,  176. 

New  South  Wales:  Cyclists'  Union,  652. 
Journalism,  564.  Subscribers,  793.  Tour- 
ing, 564-6. 

Newspaper  lying,  A  celebrated  case  of,  395-8 ; 
A  circumstantial  case,  263-4.  American  and 
English  ideals  of  compared,  396-7. 

Newspapers  as  factories  for  the  making  and 
l|>readiug  of  gossip  by  steam  machinery,  281. 

Nbw  York  City  :  64-100,  x. ;  426-72,  xv. 
(index,  5S2)  :  Appletons'  Dictionary,  100. 
Artists'  studios,  430.  Battery,  98.  Big 
Bridge,  86.  Blackwell's  Island,  69.  Books 
and  papers  of  cycling,  584, 654-5, 665^,  674, 
677.  Brooklyn,  87-90,  97;  Central  Park, 
67,  93f  95.  585-  Club-houses,  96-7,  586, 
772-4.  Directories,  100.  Elevated  r.  r., 
98,  584.  Fees  on  horse  cars  and  ferries, 
86,  96.  Ferries,  8x,  85,  87,  88,  91,  168, 
583.  Fifth  Avenue,  65,  451-4,  583.  Fort 
Lee  ferry  as  entrance,  84.  Geography, 
64-5.  High  Bridge,  70,  583.  HoteU  and 
restaurants,  611.  Lightness  of  "social 
pressure,"  427-8,  448-9.  League  parade 
and  banquet,  617.  Maps  and  guides,  99-100. 
Novelists' limitations,  448-9.  Obelisk,  Erec- 
tioiwof  the,  465.  Pavements,  66,  5S4.  Police 
rules,  67,  452.  Prince  of  Wales's  visit, 
469-71.  Public  spirit,  or  "  sense  of  local- 
ity," Lack  of,  427,  436.  Races  of  League 
in  '81  a  failure,  616.  Restaurants,  611. 
Sidewalks,  67.  Social  life,  Limitations  of, 
448-52.  Storage,  of  wheels,  86, 96.  Street- 
system,  65,  451,  586,  Subscribers  to  this 
book,  772-5.  "Thirtieth  Street,"  Con- 
trasted ideals  of,  45»-  Trade  addresses, 
100.  Views  from  Trinity  spire,  99.  Veloci- 
peding  in  '69,  403.  WJuePs  support  of  my 
canvass,  704-8. 

New  York  State  (index,  582)  :  Road-re- 
ports, 150-8,  179-223,  246-8. 

New  Zealand :  "  Cyclists'  Alliance,"  652. 
Journalism,  696.  Population,  railroads  and 
telegraph,  570.  Subscribers,  794.  Touring 
and  road-ridinjr,  567-70. 

Niagara  and  Some  Lesser  Waterfalls, 
209-223,  xi.,  202,  586. 

Nickel  plate,  Advantages  of,  19-22. 

Night  riding,  493»  498,  5»6,  533.  537.  539, 

Norway :  Cycling  paper,  700 ;  touring,  549. 

Nova  Scotia  and  the  Islands  Bbtond, 
282-94,  xii. 

Obituary  of  Cola  E.  Stone,  323. 

"  Object-lessons "  in  long-distance  toon, 
301-3  ;  in  neat  riding  costume,  19^ 

OceanB  and  Sounds,  Index  to,  IxL 

Ohio :  Attempted  legislation  against  cycling, 
621.  Cycling  monthly,  526,  660.  League 
books  aud  maps,  625,  677.  Mileage  re- 
ports, 526.  Railroads,  594.  Touring  re- 
ports, 245.  479.  488.  5o».  5»9- 

Omnibus  roof-riding,  99,  406,  584. 

Ontario,  A  Fortnight  in,  310-32,  ziii. 
{Set  "  Canada.") 

Outside  Dog  in  the  Fight  (verses),  412. 

Parades  of  League,  615-18;  badly  managed 
at  Boston  and  Washington,  371;  Cincin- 
nati velveteen  at  Chicago,  224. 

Paria :  Autocracy  of  the  concierge,  458-9. 
Cycling  literature,  69S-9,  792.  The  invisi- 
ble countess,  280.  Velocipeding  in  '68, 390^ 
403,  406.  "  Views  "  and  "  fickleness  "  con- 
trasted with  New  York's,  99,  586. 

Park  Commissioners,  Contests  with  N.  Y., 
92-95,  585-6,  xciii. 

Parks  and  Squares.  Index  to,  Ixl 

Patch  (Sam)  at  Genesee  Falls,  215. 

Pathology  :  cramps,  59-60 ;  fxces,  307,  536 ; 
fever,  552 ;  saddle-soreness,  307, 537 ;  thirst, 

63.  537- 

Pennsylvania  (index,  589)  :  Scenic  impres- 
sions of  my  autumn  ride  across,  302-3,  341-4. 
Senator  Cameron  as  a  phrase-maker,  it. 
{JSte  "  Philadelphia.") 

"  Personal  "  quality  of  the  wheel,  as  regards 
its  rider,  592. 

Personal  statistics,  Spedmens  of,  473-572  • 
Request  for,  717. 

Personifications:  Bicycle,  246.  Church, 
324,  447.  Custom,  444,  Death,  254,  259, 
732.  Devil,  8, 482.  Evil  One,  401.  Fame, 
465,  728.  Fate,  45,  62,  92,  396,  731.  For- 
tune, 380.  Freedom,  472.  Globe,  304. 
God,  481.  Government,  447.  Justice,  459. 
Life,  44,  472,  733.  Memory,  136.  Moon, 
444.  Nature,  25,  54,  63,  303,  38a.  Nep- 
tune, 364.  New  Year,  390,  399.  North, 
386,  439.  Old  Year,  391,  590.  Past,  309. 
Providence,  457.  Safety,  505.  Saw-horse, 
420.  Scythe-Swinger,  725.  Seventy,  44. 
South,  385,  386.  Sun,  444.  Time,  391, 
465.  47*.  656,  725.  Truth,  63.  Universe, 
304.    Velocipede,  401-4.*    West,  386. 



k  nained  in  this  book,  Index  to  1476 
(exduuve  of  the  3400  subscribers  named 
OB  pp.  734-99)  J  Ixv.-btxi. 
Philadelphia:  "Association  for  Advance- 
ment of  Cycling,'*  5S9.  Books  and  papers 
of  cycling,  654,  660,  674.  Riding  routes, 
"64,  377»  3^8-9.  495.  497.  499*  S^a. 

Thiliwophical  and  Social  (index,  Ixxxi.). 

Photograptiing,  Ainateur,  260,  369,  371,  546. 

Pictures  and  sketches,  379,  475, 493,  5341  SP* 
556,  656-60,  662,  665-75,  683-93- 

Poetry  and  Venos  (mv  *'  Quotations  ") : 
iCneas  to  Dido,  305.  After  Beer,  15. 
Apostrophe  to  the  Wheel,  346.  Birthday 
Fanta«e,  A,  33.  Boating  at  Bermuda, 
353-4.  367-  Bull-Doggerel,  409,  411-13, 
430, 435.  Carmen  Bellicosum,  186.  Carpe 
Diem,  473.  Champion  Bull-Dog,  409, 4 1 1. 
Cui  Bono  ?  309.  Drink  Hearty,  63.  East 
Rock,  136.  Gather  the  Roaes  while  ye 
May,  473.  Greeting  to  my  Co-partners, 
acrL  Holyoke  Valley,  136.  In  the 
Yacht  Kulioda,  353-4,  367.  Kaaterskill 
Falls,  a  16.  Last  Word,  The,  800.  May 
Fourth,  i8$7,  xcvi.  Outside  Dog  in  the 
Fight.  The,  413.  Pinaforic  Chant,  800. 
Qnashiboo,  444.  Springt  der  Sam  Patsch. 
3 16.  Sursum  Corda,  701.  Touring  Alone, 
J4.  Triolet  to  "Two-Thirty-Four,"  49. 
Triumph,  304.  Velocipede,  401.  Wheeling 
Lsuge,  309.  Wheelocipcde,  39a 

Political  allusions,  309,  370,  386,  4>i-a>  443 > 
450.  460.  464.  547.  585.  7a4»  726-7. 

"  Politics  "  :  as  affected  by  wheelmen's  votes, 
585,  615,  631 ;  as  contrasted  to  wheeling, 
309;  as  related  to  N.  Y.  parks,  93,  585. 

Pope  Mfg.  Co. :  Advertising  pamphlets  and 
calendars,  678-Sa  Bi.  ^<7r/</ rupture,  664. 
Columbia  bicycles  and  tricycles  mentioned 
in  this  book  (index,  Ixxviii.),  34-63.  Offices 
in  four  chief  cities,  799.  Portraits  and 
biographies  of  its  president,  Col.  A.  A. 
Pope,  680;  my  estimate  of  his  business- 
standing  and  sagacity,  712,  vL  Prizes  for 
essays  and  pictures  on  wheeling,  657-8,  703. 
Support  of  my  publication  scheme,  703,  711- 
i3i  799*     H^keglman,  published  by,  659-60. 

Ptrau  Amgricanus  (the  Horse-driving  Hog, 
who  assumes  the  highways  of  this  continent 
as  his  own  private  property),  xo,  57,  596, 
615,  631 ;  road  law  for,  584,  680,  684-5. 

PMraits,  Lists  of  wheelmen's,  675,  680, 
68^6,  689,  69i>  693. 

Portraits,  The  exchanging  of,  tSo. 

Postage  of  C.  T.  C.  GazttU,  641 ;  qIL.  A, 
W.  BuUtiin^  619-20. 

Potomac,  Along  thb,  338-45,  xii. 

Prbfacb  (5000  words)  iii.-viii. 

Price  misprinted  ("  $1.50  "  for  "  $3  '*)»  73a, 
734,  799- 

Prince  of  Wales's  visit  to  the  room  where 
this  book  was  written,  469-7 r. 

Prize  competitions.  Literary,  artistic,  657-8. 

"Professional,"  as  defined  by  L.  A.  W., 
624,  633  ;  A.  C.  U.,  633  ;  C.  W.  A.,  635 ; 
N.C.  U.,638.    (^«  "Amateurism.") 

"  Promateur,"  A.  C.  U.  definition  of,  633. 

Proverbs :  604,  680,  703, 733,  737 ;  (Latin)  63, 
280,  444,  4^9,  459.  680. 

Pseudonyms,  Request  for,  718. 

Publio  Buildings,  Index  to,  Ixii. 

Publishers'  reciprocation  and  corrections 
asked  for,  718-9. 

Qua&hiboo  Bull  (verses),  444< 

Queensland:  Cycling,  653.  Subscribers,  793. 

Quorum:  L.  A.  W.,  633;  A.  C.  U.,  631 ; 
C.  T.  C.,643;  N,  C.  U.,  647-8. 

Quotations:  French  vi.,  i,  34,  723,  737. 
German,  316.  Greek,  viii.,  457,  718,  734. 
Italian,  640.  Latin,  iii.,  62,  130,  280,  305, 
386,  439.  437,  444,  459.  466,  505,  680. 
Verses,  vii.,  34,  36, 136,  186-7, 216,  246, 266, 
304,  305,  309.  3*3.  353-4,  367,  39',  4oa,  406, 
409,  411.  41a,  420,  4*5,  430.  444.  447,  459, 
465-6,  47a,  505,  615,  70t,  727-31. 

Baces:  Australia,  559-67 ;  England,  532-58 ; 
for  100  miles,  513;  not  known  in  bone- 
shaker days,  399;  on  the  road,  127,  320-3  ; 
participants'  allusions  to,  509,  516,  523,  529, 
537 ;  straightaway  courses  in  Canada  and 
Shenandoah  Valley,  397,  590. 

Bacing,  Government  of  in  America,  622, 
627-30.  Australia,  652 ;  Canada,  633-6 ; 
England,  629-30;  France,  628,  651;  Ger- 
many, 651 ;  Ireland,  652 ;  New  Zealand, 
653.  Social  insignificance  of,  v.  Speed 
more  desirable  than  social  subtleties,  629, 
630.  Statistics,  American  books  of,  675, 
680.    Trade  promotion  of,  v.,  716. 

Railroads  {set  "  Transportatiom  Tax," 
591-600,  X.;  also  index,  Ixi.) :  Cycling  on 
the  tracks  of,  26,  73, 121, 128,  183,  190,  193, 
194,  197,  212,  237.  Latest  free  list,  xc 
Tasmania,  563.    New  Zealand,  57a 

Rain,  Riding  in  the,  263,  534. 

Record-keeping,  Bhnk  books  for,  676,  xcv. 


BeoordB  of  Oontributon,  473-572  (indexes, 
xvi.,  xvii.,  Ixxi.);  Suggestions  for  prepar- 
ing, 717. 

Restaurants  in  New  York,  611. 

Revolutions  of  bi.  wheels,  Statistics  of,  563. 

Bliode  Island  (index,  581). 

Rights  and  liabilities  of  wheelmen,  Legal 
treatises  on  the  (American),  584,  680 ;  (En- 
glish), 684-5- 

Rinks  for  velocipeding  in  1869,  393-4>  400-3- 

BlveTS  and  VaUeys,  Index  to,  lix. 

Boad-books :  "American  Bicycler,"  The, 
the  earliest,  674.  Berkshire  County,  Ms., 
700.  Boston,  IT  I,  655,  677.  California, 
625.  Canada,  330,  636,  677.  Cape  Ann, 
655.  Connecticut,  58a,  677.  Costs  and 
conditions  of  making,  715.  C.  T.  C,  642, 
687.  England,  681-2.  Essex  County ,  Ms. , 
112,655,  677.  Gloucester,  Ms.,  655.  In- 
diana, 625.  Kentucky,  590,  678,  Long 
Island,  584,  625,  655,  678.  Maryland,  589. 
Massachusetts,  581,  625,  677-8.  Michigan, 
677.  New  Jersey,  177,  589.  New  York, 
Ixxxix.,  584,  625,  678  (221).  Ohio,  625,  677. 
Pennsylvania,  177,  589.  Springfield  (map), 
254.  Vermont,  579.  Western  New  York, 
22  T,  677. 

Road-records,  Log-books  for,  676-7.  Sugges- 
tions for  keeping,  717. 

Boadfl :  Asia  Minor,  481-2.  Bermuda,  355-7. 
China, 572.  England,  531-58,681-2.  France, 
480,552,558.  Germany,  480,  551-2.  India, 
571-2.  Japan,  572.  Persia,  481-2,  570. 
Danger-boards  on  bad  hills  in  England, 
643-4,  648,  651.  Defense  by  me  of  Amer- 
can  roads  as  suitable  for  touring,  11;  of 
Canadian  as  superior  to  U.  S.,  297,  300, 
330  (opposing  testimony,  320,  324).  Im- 
provement and  maintenance  of,  as  shown  in 
"Agricultural  Reports  of  Massachusetts," 
680;  "  N.  C.  U."  pamphlets,  647.  Legal 
books  as  to  wheelmen's  rights  on  the,  584, 
647, 680, 684.  Sign-boards  less  needed  than 
road-books,  644.  Superiority  of  asphalt, 
584,  5«8- 

"  Rotation "  in  office.  My  protest  against, 

BlUSia:  Book  of  touring  from,  687.  Czar's 
absolutism.  Allusions  to  the,  458,  724.  T. 
Stevens's  proposed  route  through,  570. 
Subscriber,  792,  799. 

Sardine  industry  in  Maine,  The,  270,  274. 

Scettic  descriptions.  Attempts  at,  99,  104, 224, 

237,  268,  29a,  299,  301-5,  3*,  365,  380-3, 
418-34.  ^ 

Scotland  and  the  Scotch:  Books  of  road« 
and  tours,  684-6.  C.  T.  C.  Council,  645-6. 
H.  Callan's  touring  report,  545.  Journals, 
695,  xciv.  Maps,  68i-3.  Road-races  to 
John  O'Groat's,  553-7.     Subscribers,  792. 

Separate  roadway,  English  estimates  of  mile- 
age on,  532-54  ;  My  own,  31. 

Servants  as  rulers  of  society,  445-50,  458-9, 

Shoes,  Mileage  statistics  of,  at,  7x9. 

Sidewalk  riding,  Rules  about,  in  New  Haven, 
395,  402 ;  in  N.  Y.,  67 ;  in  Prospect  Park, 
92,  586-7. 

Small  Boy's  relation  to  cycling.  The,  13,  48. 

Snow  and  ice  cycling,  246-54,  404,  475-6, 
491-2,  507,  522.  527.  555.  559,  570. 

Social  and  Philosophical  (index,  Ixxxi.). 

"  Society  of  Cyclists,"  Evolution  of  the,  from 
the  English  "  T.  U.,"  647. 

Solitude  and  independence,  as  described  and 
illustrated  by  P.  G.  Hamerton,  467-9. 

Songs  and  music  for  cyclers,  655, 679,  686, 693. 

South,   Political  allusions  to  the,  386,  724. 

South  Australia:  Cyclists' Union,  652.  Re- 
ports of  tourists,  560-1.     Subscribers,  793. 

Southern  tjqse  of  countjrtowns,  303. 

Spain:  A.  M.  Bolton's  story  of  cycling  in, 
549,  683.  Vtlocipedo  published  at  Madrid. 

Springpibld,  The  Environs  of,  115-128, 
»•!  251-3,  579-80 :  Bicycle  Qub  forms  "A 
C.  U."  to  provide  **  amateurs "  for  its 
tournament,  63 1.  Birthplace  of  myself  and 
my  ancestors,  722.  "  Coventry  ring  "  jour- 
nals of  England  profess  to  doubt  fast  rac- 
ing "  time,"  547.  Maps  and  guides,  126-7, 
254.  Printing  Company  and  its  contract  to 
manufacture  this  book,  viit.,  706,  710-11, 
799.  Wheelmen's  Gazette,  661-2,  706-7. 
"Wheelmen's  Reference  Book,"  675,  710. 

Squares  and  Parks,  Index  to,  Ixi. 

"  Star  "  bicycle  excels  in  coasting,  270,  274. 

Statks,  Summary  by,  573-90,  xviii.  Index 
and  abbreviations  of,  Iviii.  Representation 
of  in  League,  617,  6i8,  628.  Residences 
of  subscribers  to  this  book,  classified  geo- 
graphically by,  XX.,  765-89  (705). 

Statistics  from  thb  Veterans,  503-30, 
xvi.    {See  '*  Historical  Statistics.**) 

Steamships  [see  "  Transportation  Tax," 
591-600,  X. ;  also  "  Ferries  "). 



Stereni'B  (T.)  T^rar  rmmd  the  World : 

San  Fkancnoo  to  Boston,  473-80;  Lirer- 
pool  to  Teheran,  480-3 ;  Persia,  Afghan- 
irtM,  India,  Ouna  and  Japan,  570-a. 
Stockings,  Miieago  statiatica  of,  31, 208,  739. 

S-ntAIGHTAWAT  POS  FOBTY   DaYS,  294-309, 


Straightaway  oouraes  for  long-distance  rac- 
ing, Best  American,  297,  590. 

Scxaightoway  day's  rides  of  100  m.  (Ameri- 
can), 113-14,  «a«,  w8,  138,  154. 3".  3M» 
319.  3*1-3,  378, 480, 493.  498,  5»S ;  (Austra- 
lasian) SS9^;  (English)  534,  53^  547,  55 «. 

Straightaway  rides  of  3  and  4  days.  Longest 
American,  498. 

Straightaway  stays  in  saddle,  53,  m,  xs8, 
138,  X48,  183,20a,  358,  3i3»  3191  343.  388, 
493,  499>  510.  5>4>  S'6,  52a,  537,  530,  534, 
539.  540-1.  546,  559.  575- 

SuascaiBSRs,  Thk  Thrbb  Thovsahd, 
734^,  xix. ;  Allusions  to,  vi.,  vii.,  64,  353» 
473,  484,  558,  569.  573.  701-ao,  732.  Geo- 
graphical  directory  of,  765-94,  (705).  Sui>- 
plementary  list  of  latest  soo,  with  "  trade 
directory,*'  794-9* 

"Swells"  not  patrons  of  cycling,  695. 

Bwttoerhind ;  Custom  House  rules,  599. 
Cycling  Union,  650.  C.  T.  C.  Division, 
637.  Englishmen's  tour,  532,  542.  Sub- 
scriber, 79^' 

Tables  of  mileage,  509,  535.  54o,  54*.  544. 

TMmmnla:  Cydists'  Union,  652.  Excur- 
sionists' r.  r.  guide,  563.  Road-racing  and 
touring,  563-4.    Subscribers,  794. 

Taylor's  (G.  J.)  patent  crank  lever,  S2a 

Thames  and  its  tributaries,  The,  129,  68t. 

Thousand  Islands  to  Natural  Bridgb, 
333-52,  »ii. 

Tires,  Excellent  service  of,  37-38, 47,  531,  538. 
,  Tool  carrying,  18,  22. 

Toronto,  Impressions  of.  318. 

Touring  parties'  reports,  183,  187,  192,  197, 
198,  315,  316,  318,  344.  a45.  »57-79,  3M-»5f 
Sao-s,  348,  377.  5«>f  5<».  5«*.  S4a,  560,  580. 

Tcmriiii^  Boutet:  Adiroodacks,  311,  587. 
Australia,  564-6.  Baltimore,  377,  589. 
Berkshire  Hills,  The,  131,  i4a-3.  M7-8. 
s«y4»  ao8,  5*».  7«>-  Boston  to  Ports- 
mouth,  loi^a;  to  Providence,  107;  to 
Spriogield,  103,  no,  117,  isS,  181,  308. 
Buffalo,    s33-    CaliComia,  475-61    489-94- 

Catskills,  187-9,  4^,  49S.  Conn.  Riaer, 
117.20,  179-84,  57»-«o-  BnglMd,  5t»4i. 
553.8.  Europe,  480,  $*»»  545#  55i-3i  55»' 
Hodson  River,  71-2,  75-42,  146-8,  x69«72, 
'87-98,  510,  582.3,  586-7.  IreUnd,  546. 
Kennebec  Valley,  573-4.  Lake-shore,  170, 
ao3-6,  30  r,  310.  Long  Island,  84,  86-93, 
150.4.  Louisville,  333-7.  Mohawk  Valley, 
«97,  «99-ao2,  208.  Mt.  Desert,  275.9,  574- 
Newport,  108.  New  York  to  Boston,  73, 
103,  no,  117,  123,  138,  13 1-9,  149,  «79^«. 
346-54,  580.2  ;  to  Philadelphia,  83,  84,  158, 
167,  173,  389.90, 588-9.  New  Zealand,  567-9. 
Ontario  (oondciised  from  guide),  315-6, 
331-3.  Orange  and  Newark  triangle,  159-63, 
583.  5^-  Outline  tours,  ii-ia,  396-301. 
Philadelphia,  388-90.  Providence  to  Wor- 
cester, 109.  St.  Lawrence  River,  335-30, 
500,  575-  St.  I^uis  to  Boston,  487-8,  535. 
St.  Louis  to  Staunton,  485-6.  San  Fran- 
cisco to  Boston,  475-80.  Scotland,  553-7. 
Seashore,  90,  108,  133,  138-9,  150-8,  374, 
383.  Shenandoah  Valley,  304,  396,  344-51, 
382-4,388,  494,  590.  Springfield,  n5-i28, 
579-80.  Staten  Island,  156-8.  Toronto  to 
Kingston,  295-8,301,306,  318-25.  Wash^ 
ington,  376.  Western  New  York  (con- 
densed from  guide),  331-3,  587.  White 
Mtns.,  575-7.  Yosemite  Valley,  49r-3. 
TOQiiatfl :  Books  of  reports  by,  489,  549, 
673,  683-7,  696.  Clothes  and  equipments 
for,  i6-33.  Duty  of  demanding  that  wheels 
be  classed  as  baggage  by  all  s.  s.  agents, 
59  r.  Freedom  of  choice  as  to  scene  of 
tour,  where  no  extra-baggage  tax  is  levied, 
593.  Hotels,  Special  attentions  and  privi- 
leges needed  at,  602-4,  614.  Reports 
wanted  from,  717.  Toilet  articles  needed, 
17.  Wishes  disregarded  by  perfunctory  ad- 
vocates of  "  League  hotel  policy."  601. 
Tours  from  '79  to  '82,  Oudine  of  my  personal, 

rr-i2,  26-33. 
Towns  named  in  this  book,  Alphabetical  list 

of  3482,  with  8418  references,  xxxv.-lvii. 
Towns    supplying   3300  subscribers  to  this 
book,  Geographical    list   of   887,  765-94; 
index  to,  xx. 
Tow-path  touring,  9,  44,  173,  180,  189,  r9o, 
»93.  i99-ao2,  207-8,  212,  239-42,244-5, 304-5. 
340,  34a-3.  378,  384.  479,  488. 
Trade  Directory  :    Alphabetical  list  of  122 
subscribers  at  whose  offices  this  book  may 
be  consulted,  796^7.    Geographical  list  of 


nme,  79S-9.  Significant  omissions  of  the 
indifferent,  709. 

Ttade  in  Cyelet :  Agent's  guide  for  the,  679, 
685.  Benefit  received  from  circulation  of 
WheelmoH,  659.  Indifference  to  my  book, 
712.    Statistics  of  1877,  656. 

Training,  Books  on,  674-5,  684-6. 

Transportation  Tax,  Thb,  591-600,  x.; 
fees  on  N.  Y.  ferries  and  horse-cars,  86, 
96;  touring,  as  I.  Latest  r.r. 'son  free  list, 
xd.  Storage  charge  for  wheels  at  English 
railway  stations,  598 ;  in  N.  Y.,  86. 

TrioycleSy  Index  to  makes  of,  Ixxix. 

"Tricycle  Union"  and  "Tricycle  Associa- 
tion," History  of  the  defunct  English,  647. 

TrieyoUng:  Books  on,  684-7;  Ladies'  les- 
sons at  Orange,  588.  Long  rides,  509. 
Mileage,  509,  511,  517,  523*  5* 5-^.  53©- 
Radng,  523.  Tours  in  Australia,  562-6; 
England,  534,  543,  S54f  France,  558,  600; 
Italy,  509, 600,  6S7. 

Triumph,  defined  by  "  H.  H."  (verses),  304. 

Uniform,  Two  essentials  of  a  dub-,  19 ;  Price 
of  C.  W.  A.,  635  ;  Profits  of  C.  T.  C,  541 ; 
Wanamaker's  L.  A.  W.,  xc 

Unions  (Cyding)  in  Europe  and  Australia, 

United  Statei,  Abbreviations  of  the,  with 
index  of  chief  references,  Iviii.  Geo- 
graphical roll  of  the,  from  Maine  to  Cali- 
fornia, with  alphabetical  list  of  residences 
of  subscribers  to  this  book,  734,  765-89. 

Univbrsity  Building,  Thb,  426-73,  xv.: 
Architecture  described  by  several  observers, 
428-34,  439.  Business  management,  457, 
461.  Collegians'  conduct,  428,  459,  466. 
Danger  of  fire,  460.  Defects  as  a  lod^ng- 
houae,  456.  Eminent  residents,  431,  434, 
464-5, 470-  H istorical  statistics,  433-5, 43 7-8. 
Janitor,  43S,  443,  4S^-8o.  461-2.  Lack  of 
eamaraderut  463.  Pictures,  430,  434. 
Prince  of  Wales's  visit  in  i860,  469-72. 
Sedttsion  of  tenants,  438-9,  454-6,  463-4* 
Servants,  456-8.  Women  residents  and 
visitors,  44  ■-4* 

Valleys  and  Biven,  Index  to,  Ibc. 

Vandalism  and  vanity  in  Mammoth  Cave,  381. 

Velodpeding  in  1869,  390-406. 

Velveteen,  Excelleocet  of ,  19,  ai. 

Vbtbrans,  Statistics  prom  thb,  so^V^f 

Victoria:  Cydisu'  Union,  652.  Journals, 
695-6,  558.  Road  races,  559^.  Subscrib- 
ers, 558,  706,  793-4.    Touring,  560.3,  56s. 

Virginia  (index,  590),  University,  350,  435. 

Waahington  City  (index,  590.  Ivi). 

Washington  Square  (index,  Ixi.):  as  it 
appeared  in  1835,  i860  and  1878, 432-3 ;  as 
a  camp  in  the  desert,  455*  as  scene  of 
elbow-breaking,  24 ;  as  the  real  center  of 
the  world,  64-65 ;  my  proposed  battle-field 
for  the  beer,  16;  its  Philadelphian  name- 
sake, 494i  497. 

Waterfalls,  Index  to,  Ixi. 

Weather,  Pointera  as  to,  209,  221,  356,  a97- 
300 ;  Summary  of  weather  changes  in  my 
1400  m.  ride,  297-300. 

Whitb  Flannsl  and  NiCKSL  Platk, 
16-22,  ix. 

Wind  as  a  factor  in  riding,  253,  363,  390, 
a97-9i  Sn,  3*6,  556,  570. 

Winter  Whbbling,  246-54,  491,  xii. 

Winthrop  (Maj.  T.)  as  a  typical  hero  of  the 
dvil  war.  Tribute  to,  439. 

Women  {se€  special  index,  Ixxxiii.). 

Xenophon's  fame  as  a  standard,  viii. 

Yacht  Kulinda,  In  the  (verMs),  353-4,  367. 

Yachting  in  the  Paleocrystic  Sea  (verses),  23. 

Yachtings  by  wheelmen,  504,  532. 

Tale  College :  Advent  of  the  bone-shaker 
in  1869,  391-5.  Bicyde  races,  660.  Boat- 
race  management  at  New  London,  131. 
Books  about,  133, 405,  466, 711,  722.  Build- 
ings in  1830, 434-S*  Class  biographies,  732. 
Class  of  1837,  464.  Directory  of  New 
York  Graduates,  464.  President  Dwight 
on  the  Connecticut  Valley  roads  in  1803, 
127.  (^duates  alluded  to,  25,  X13,  140, 
304,  4*4,  439.  447,  464.  494,  657,  727,  72*, 
732.  Graduates  as  tenants  of  the  Univer- 
sity Building,  465-6.  Harvard's  rivalry,  25, 
256.  Libraries  on  sub.-list,  770.  Veloci- 
peding  in  18 19  and  1869,  39S-402.  Utopian 
ideal,  465. 

Yankee,  Types  of  the,  36,  386,  439,  722. 

Zmertych's  (I.)  tour,  London  to  Pesth,  551. 

Comparing  the  675,000  words  in  this  book  with  the  220,000  in  my  "  Four  Yeara  at  Yale  " 
(728  pp.,  $2.50),  I  see  that  the  price,  at  same  rate,  would  be  $7- So;  while,  at  rates  of  T.  Stevens's 
book  (547  PP-  of  230,000  words,  $4),  or  "  Gen.  Grant's  Memoirs"  (1232  pp.  of  300,500  words, 
$7),  the  price  would  be  $11.75,  or  $15.    The  pages  of  any  single  chapter  will  be  mailed  for  as  c. 



In  die  folloinng  list  of  towns  named  in  thU  book,  those  which  the  "  U.  S.  Official  Postal 
Guide  "  designates  as  money-order  offices  are  put  in  full-faced  type ;  and  the  star  (*)  marks  such 
as  are  ooanty-seats.  Towns  outside  the  United  States  hare  their  countries  given  in  italics. 
A  nnmeral  higher  than  764,  shows  that  one  or  more  subscribers  to  the  book  are  catalogued  on  the 
ipedficd  page ;  and  the  numbers  609,  610  refer  alwajrs  to  the  names  of  subscribing  hotels. 

Abbotsboro,  P».,  388.  Abbottstown,  Pa., 
S86.  Aberdeen,  Md.,  497.  Aberdeen,  5^0/., 
555.599.  645.  79a-  Abington,  Eng.,  536. 
Abington,  Md.,  497.  Ahinj^xi,  Ms.,  766. 
Academy,  Pa.,  609,  778.  Adanu,  Ms.,  193, 
700.  Adams  Center,  N.  Y.,  344-s.  Ad- 
amstown,  Pa.,  387.  Addison,  N.  Y.,  2t8. 
•Adel,  la.,  787.  Adelaide,  Ont.,  332.  Ad- 
elaide,  5".  Aus.,  560-5.  Adelong  Crossing, 
N.  S.  W.,  565.  •Adrian,  Mich.,  785.  Ad- 
rianoide,  TVtr.,  .482.  Agawam,  Ms.,  laa, 
128,  146,  179,  180-1,  251,  580.  Agra,  Ind.y 
S72.  Ailsa  Craig,  Ont.^  332.  Airolo,  //., 
552.  •AlEron*  O.,  501,  595,  609,  784.  Ak- 
ron, Pa.,  387.  Alabama,  N.  Y.,  222;  Al- 
amoochy.  N.  J.,  163.  •Albany,  N.  Y.,  11, 
»9.3t,  5«.  75i  7«.  8s,  154,  187,  190-2,  197-8, 
209,  Ml,  378.  47«t  479.  487-8,  501.  507.  523f 
583-4,  593-4,  597,  604,  656,  770.  •Albla,  la., 
501,787-  *AlMon.IlI.,485.  •Albion,  Ind., 
785^  •Albion,  N.  Y.,  217,  222,  488.  Al- 
bttry,  ^.  S.  W.^  564-5.  Alconbury,  Eng.^ 
540-1, 553.  Alden,  N.  Y.,  208, 215,  222.  AI- 
denville.  Pa.,  339.  Aldie,  Va.,  348.  Alexan- 
der, N.Y.,  222.  Alexandria,  Ky.,  590.  •Al- 
enodriikVa..  373,  376,  465-  Alexandria 
Bay,  N.  Y.,  333-4.  Alfred,  Oni.,  328.  Ali- 
abad,  Per.^  571.  Allahabad,  ImL^  572.  Al- 
legany, N.  Y.,  223.  Alleglieny  City,  Pa., 
778.  Allendale,  N.  J.,  169.  Allenford,  d7»/., 
316.  Allentown,  N.  Y.,  220.  •Allentown, 
Pa..  339,  387,  778.  Alliance,  O.,  594-  Al- 
liiton,  Oni.,  316.  Allowaystown,  N.  J.,  521. 
Alhton,  Ms.,  766.  Almond,  N.  Y.,  217, 
218,  223.  Alpine,  N.  J.,  8f,  586.  Alten- 
bmg,  Awt.f  481.  Altnamain,  Eng.^  536. 
Alt  Getting,  G^r.,  481.  Alton,  111.,  501,  594. 
Akon  Bay,  N.  H.,  577.  Altoona,  la.,  479. 
Altoona,  Pa.,  496, 530, 609, 778.  Alvarado, 
CaL,  493.  Alvinston,  Oni.y  332.  Amenia, 
N.Y.,  143,  T46-7,  188.  Ameslniry,  Ms.,  los, 
766.  Amherst,  Ms.,  113, 114,  120, 142, 186, 
5»3.  S79»  7661  Amherst,  N.  S.,  289,  790. 
Amtty,  Or.,  788.  AmityviUe  (L.  I.),  N.  Y., 
'S<M,  ^4'  Araosville,  Pa.,  379.  Am« 
D,  J/ai.,  545.     Amsterdam,  N.  Y., 

197,  200,  ao8,  216.  Ampthill,  Etfg.f  553. 
Ancaster,  Off/.,  314.  Ancona, //.,552.  An- 
dover,  Ms.,  112,  208,  223,  579,  766.  'An- 
geUca,  N.  Y.,  217.  Angola,  N.  Y.,  479. 
Angora,  7Vr.,  481-2,  792.  Anita  Springs, 
Ky.,  236.  Annapolis,  M  S.,  282,  284-5,  609, 
790.  'Ann  Arbor,  Mich.,  501,  595,  609, 
628,  785.  Annisquam,  Ms.,  512.  Ann- 
▼llle.  Pa.,  343.  Ansonla,  Ct,  139, 140, 142, 
769.  Antietam,  Md.,  352,  384.  Antigonish, 
A^.  S.,  289,  790.  Antwerp,  A/.,  532,  545, 
599.  Antwerp,  N.  Y.,  334.  Apalachin, 
N.  Y.,  218.  Appleton  City,  Mo.,  787. 
•Appomattox,  Va.,  346.  Ararat,  K«ir/.,  560- 
2,566,696.  Arcadia,  Mo.,  528.  Areola,  N. 
J.,  165-6,  169.  Ardroore,  Pa.,  389,  609,  778. 
Argyle,  A'.  S.,  293.  •Argyle,  N.  Y.,  193. 
Arkona,  Oni.,  332.  Arkport,  N.  Y.,  222. 
Arkwright,  Oni.,    316.    Arlington,  Minn., 

787.  Arlon,  Bfl.f  545.  Armada,  Mich., 
785.  Amheim,  Be/.,  545.  Amprior,0»/.,  327. 
Arran,  Oftt.,  315.  Arthur,  C?«/.,  316.  Arva, 
Oni.,  312.  •Asheville,  N.  C,  500.  Ash- 
ford,  Eng.f  790.  Ashford,  N.  Y.,  75,  79,  80. 
Ashland,  Ky.,  590,  783.  Ashland,  Ms., 
III.  Ashland,  N.  H.,  577.  •Ashland,  O., 
784.  Ashland,  Pa.,  778.  Ashland,  Va., 
351.  Ashmore,  111.,  489, 786.  Ashtabula, 
O.,  12,  28,  31,  50,  205,  479,  487,  488,  594. 
Ashton,  R.  I.,  109.  Ashton,  Md.,  373,  376, 
497.  Ashton-under-'Tyne,  Eng.^  645.  Ash- 
uelot,  N.  H.,  579.  Ashville,  N.  Y.,  587. 
Asterabad,  Rtu.,  571.  Astoria  (L.  I.),  N. 
Y.,  28,  32,  97,  98.  153,  584.    •Astoria,  Or., 

788.  •Atchison,  Kan.,  594.  Athol,  Ms., 
488.  579.  Athole,  Sc^.,  556.  Athens, 
N.  Y.,  770.  Atberton,  Oni.,  33a.  Atkin- 
son, 111.,  479*  ^Atlanta,  Ga.,  352,  594,  597. 
Attica,  N.  Y.,  216,  222.  •Aubnm.  Cal., 
476.  •Auburn,  Ind.,  785.  •Auburn  N.Y., 
301,  308,  212,  770.  Auckland,  A^.  Z.,  566, 
567,  568,  794.  Augsburg,  Ger.,  481.  Au- 
gusta, Ky.,  590,  609,  783.  •Augusta,  Me., 
573,  574,  597,  609,  765.  Auma,  Grr.,  552. 
•Austin,  Tex.,  783.  Aurora,  III.,  609,  786. 
Aurora,  N.   Y.,  215.      Aurora,    Otd.,    316. 


Auiabls     Chum,    N.    Y.,    sii.      Auxy-Ie- 

ClMteau,  Fr.^  $58.  Avcnal,  VicL,  565. 
Avendalo,  Vkt.t  565.  Avon,  Ct.,  145. 
Avon,  N.  Y.,  323.  Avondale,  N.  J.,  166, 
167,  169,  5S3.  Avondale,  O.,  784.  Avon 
Sprinss,  N.  Y.,  30, 213,  218.  Ayer  Junction, 
Ms.,  128.  Aylmcr,  <?»/.,  315,  3x9,  3271  33»» 
J33,  634.     Ayr,  Oni.^  317.    Ayr,  Scot.,  686. 

Babylon  (L.  I.),  N.  Y.,  150, 152^  Bad- 
deck,  N.  S.,  289.  Baden,  Ont.,  316-7.  Bad 
Unda,  Wyo. ,  477.  Bainbridge,  N.  Y.,  49S. 
Baku,  /?«*.,  571.  Balcony  Falls,  Va.,  347, 
35a  Baldock,  En^. ,  540.  Baldwin,  111. ,  528. 
Baldwin,  N.  Y.,  1S6.  Bale,  SwiiM,,  599. 
Ballarat,  yict. ,  559,  560-2,  793.  Ballardsville, 
Ky.,236.  •Ballston.N.Y.,  197,208.  Bal- 
timore, Md.,  29,  31,  238,  241-4,  349,  373, 
376-7,390*  4^7*  486-7,  497*  5»3»  S^h  575,  S^S, 
589, 593-4,  609, 62  7-8,  643,  652,  78j.  Bangor, 
^V»64S-  •Baagor,  Me.,  278-9,  397,  515, 
saj.  574,  593*  661,  765.  BarboursTille,  W. 
Va.,  35X.  *Bard8town,  Ky.,  229,  230, 234, 
>37.  5*7. 609,  783.  Bar  Harbor,  Me.,  274, 
278,  279,  5x5,  574.  Barkhamsted,  Ct.,  144. 
Bar-le-Duc,  Fr.,  48a  Barnesville,  Pa.,  245. 
Bamet,  ^v-t  539,  54©,  54*.  Barr,  Col.,  501. 
Bam,  Vl,  578,  766.  Barrie,  Oni.,  316. 
Barrington,  //.  S. ,  288.  Banyfield,  Ont. ,  335. 
BarrjrtowQ,  N.  Y.,  510.  Bartlett,  N..  H., 
S76-7.  Bartleyville,  N.  J.,  164.  Barton,  N. 
Y.,  319.  Bartow,  N.  Y.,  31.  Bartville,  111., 
479.  Basle,  J'fVA^z.,  532, 545, 552.  Batainitx, 
Sltnf.,  4S1.  *Batayia,  N.  Y.,  308,  3x5,  217, 
333,  487,  501,  770.  Bath,  £fi^.,  4,  532,  538, 
544*  55'*  554, 567,  ^45*  79o-  •Bath,  Me. ,  577. 
Bath,  N.  H.,  578.  Bath,  Omt.,  325.  Battle 
Greek,  Mich.,  785.  Battle  Mountain, 
Nev.,  476.  •Bay  City,  Mich.,  785.  Bay- 
6eld,  Om/.,  313,  3»4,  332-  Bayonne,  N.  J,, 
158.  BayRidge(L.  I.),N.  Y.,90,583.  Bay 
Shore  (L.  1.),  N.  Y. ,  xsa.  Bay  Side  (L.  I .), 
N.  Y.,  150.  Bealton,  ^ii/.,333.  Beamsville, 
0/a.,  3x5.  Beard,  Ky.,  236.  Bear  Wallow, 
Ky.,  330.  Beaver  Falla,  Pa.,  5x4-5,  778. 
Beaufort,  Vicf-t  560.  Beaumont,  Oni.,  330. 
Becdes,  Stif',  S39>  Beckct,  Ms.,  X3x,  X93. 
Bedford,  Eng-.,  532,  540,  541,  557,645.  Bed- 
ford, M  S.,  287.  •Bedford.  Pa.,  496,  530, 
609,  778.  Bedfordshire,  Ef$g^.,  533.  Bedford 
Springs,  Pa.,  344,  496.  Beech  Cliff,  Pa., 
778.  Beeston,  Enjg^.,  790.  Beeston  Castle, 
Sffg"',  536.  Bel  Bazaar,  Twr.,  483.  *Bel 
Air,  Md.,  344i  373, 377-    Bela  Palanka,  Tur., 

481.  Belehertown,  Ma.,  r  13, 144,579^  Bel- 
last,/»nf.,  499,645.  •BeUart,Me.,574,765. 
Belfast,  N.  Y.,  3x7,  323.  Belfort,  Fr,,  599. 
Belgrade,  S^rv.,  481.  Belgrave,  Om/.,  33a. 
Belhaven,  Ont.,  316.  Bellefontaioe,  Mo., 
535.  •Belief ontaine,  O.,  501.  BelleviUe, 
N.  J.,  84, 166.  Belleville,  Onf.,  297, 3x7, 319, 
320,  321,  322,  324,  3«5,  3*7,  33«,  635,  789. 
BeUevne,  O. ,  479-  Bellows  Falla,  Vt. ,  1 1, 
29,  31,  1x8, 1 19,  x8i,  183,  X84,  578,  766.  Bell- 
port  (L.  I.),  N.  Y.,  150, 153.  Bell's  Comers, 
Ofit.t  337.  BellvUle,  O.,  784.  Belmont, 
Cal.,  493.  Belmont,  Me.,  574.  •Belmont, 
N.Y.,323.  Belmont,  Pa.,  339, 389.  Beloit. 
Wis.,  787.  Belone,  Kan.,  485.  •Belvidera. 
111.,  786.  Bemis  Heights,  N.  Y.,  x86,  190U 
Benalla,  Fie/.,  565.  Benares,  /adl,  57a. 
Benkleman,  Neb.,  501.  Bennettsville,  Ind., 
235.  •Bennington,  Vt.,  x86, 191,  193,  594, 
627,766.  Bcowawe,  Nev.,  477.  Berea,0., 
784.  Bergen,  Den.,  599.  Bexgea,  N.  Y., 
215,  223.  Bergen  Point,  N.  J.,  84,156, 158. 
x6S,  169,  583.  Beigerae,  />.,  558.  •Berke- 
ley Springs,  W.  Va.,  496^  Berkhamsted, 
Eh£^.  ,  473 ,  4S0.  Berkshire,  Ms. ,  193.  Berlin, 
Ct.,  128,  136,  X37,  X38, 149, 19X,  581.  Berlin, 
Ger.fAt^f  55*,  646,  651,  697,  793.  Berlin, 
OiU.,  316,  317.  Bemardston,  Ms.,  ji,  38, 
I X9, 182, 576  (723).  Berne,  Svfdte. ,  545.  Bem- 
ville,  Ind.,  485-  •BerryvlUe,  Va.,  344,  383, 
384, 497, 78a.  Berthier,  Ofti.,  330.  Berwick, 
A^.  S.,  285,  393.  Berwlok,  Pa.,  497,  778. 
Berwyn,  Pa.,  389.  Besan^n,  Fr.,  545. 
Bethany.  Ct.,  583.  Bethel,  Me.,  576-7. 
Bethel,  Vt.,  578.  Bethlehem,  N.  H.,  577. 
Bethlehem,  Pa.,  387,  389,  778.  Bethune- 
ville,  N.  v.,  211.  Beverly,  Ms.,  655,677, 
766.  Beverly,  N.  J.,  173,  533,  776.  Bic, 
Qtte.,  32<),  330.  Biddef(nrd,  Me.,  575,  637. 
Biggleswade,  £m£:,  540-1,  557-8,  645.  Billa. 
bong,  M  S,  «^.,  564.5.  Billerica,  Ms.,  113. 
Bingham,  Me.,  573-4.  •Bingham ton,  N. 
Y.,  2x,  38,  31,  306,  3x8,  3x9,  30a,  308, 
337,  338,  340,  501,  637,  770.  Birchton,  Om., 
327.  Bird-in-Hand,  Pa.,  378.  Birdshaw, 
Pa.,  484.  Birjand,  Per.,  571.  •Blrmijigi. 
ham,  Ala. ,  783.  Birmingham,  Ct. ,  139, 140, 
143,  769.  Birmingham,  SHjr-t  480,  533.  539, 
546,  554,  643,  645,  646, 647, 6S4, 688, 695,  790. 
Birr,  OfU.,  3x3.  Bishop's  Gate,  On/.,  333. 
Bishop  Stortford,  En€.,  541.  Bitter  Creek, 
Wyo.,  477.  Blackheath,  Emgr.,  686.  Black 
River,  N.  Y.,  594.    Black  Rock,  N.  Y.,  5a, 



ao).  Btedemlmrs*  ^<^>  M4>  37^  Blair 
Atbolc,  Sc^.^  536.  BUintown,  N.  J.,  163, 
J07.  Blainvilto,  Pa.»  496^  Blikdey,  P^., 
34>-  Blandiordi  Ms.,  xai,  m8.  Bbinsluird, 
<M.,  33a.  Blaubeaten,  {J^r.,  481.  Bkwen- 
bai:g,  N,  J.,  i7«,  377.  IMoomflrtd,  Ky., 
237.  Bloondlcdd,  N.  J.,  3S,  s^*  'S^*  i59i 
161,776.  Blooaiiiigdale,N.  J.,170.  *Blooill- 
blgton,ni.,50t,5a9,595'6,786.  BlOMtmrg, 
At,  778.  Blae  Boancts,  tPji^.,  328.  Blue 
Canyon,  Cal.,  476.  Blue  Lick  Spring,  Ky., 
233.  Bhw  Stores,  N.  Y.,  19a,  196.  Ely  the, 
Old.,  111.  Boardville,  N.  J.,  170.  Bodmin, 
^•g',  536.  BogaloDg,  AT.  S.  fy.,  561. 
•BoiM  City,  Id.,  609,  788.  Bokhaia,  Xm., 
570L  Bolac,  Kirf.,  561.  Bold  Bridge,  ^Tiy., 
557.  Bologna,  //.,  553.  Bolton,  N.  Y.,  186. 
Bonar,  Em^r-,  536.  Bonn,  {^r.,  697.  Book- 
ham,  /^.  S.  U^.y  565.  Boonsbofo,  Md.,  244, 
349.  Boonton,  N.  J.,  84.  *Bo<mvU]e, 
Mo.,  787.  BoonTille,  N.  Y.,  aoi.  Bor- 
^lenx,  />.,  552, 599, 699.  Bordentown,  N. 
J.,  323,  52a,  609, 776.  Bordentown,  S.Ams.^ 
S6i.  BoRM^^h  Bridge,  Eng.,  554.  Borriao- 
Icigh,  Jrt.,  546.  Boacawen,  N.  H.,  577. 
Boston,  Ind.,  485.  *Boitott,  Ma.,  2,4,  », 
ai»«5-9»  3«,  33f  36,  48,  S«.  5«»  85,  94,  101- 
17, 126.8,  133,  138,  151,  x8i-3,  204>  ao8.  249, 
2S8«o,  276,  279,  282,  288-9,  292-3,  320-2,  324, 
35^  366-7,  370-2,  376,  378,  384,  386,  388,  437f 
43»,  446,  468-71, 473-5»  479-80, 48s,  487-9, 49*1 
499.  500,  503-5,  507-8,  5"-«4,  5«6.i8,  522-6, 
5$a.  57»,  573-4,  577,  S79*>,  S**,  584,  5«7, 
598-4,  597,  600,  602,  607,  609,  615-17,  6«5-7, 
63»,  643-4,  646,  653,  655-8,  662,  664,  668, 
673H.  676-7, 680, 687,  703,  705,  707-8,  711,  712, 
713,  766.  Boston,  Oni.,  33a.  Boaton  Cor- 
nets, N.  Y.,  188.  Bound  Brook,  N.  J.,  167, 
>7*,  377,  776.  Bowmanaville,  O1U.,  319, 
325.  BowmanaviUe,  N.  Y.,  217.  Bowna, 
N.  S.  fV.,  565.  Bowning,  AT.  S.  W.,  566. 
BoQcherville,  Ofit.,  328.  Boulogne,  France, 
599.  •Boseaum,  Mon.,  788.  BnuseTllIe, 
in.,  786.  Braddoek,  Pa.,  485.  Bradford, 
^V-,  5»7.  545.  644-5,  79«>-  Bnktford,  Vt., 
STSw  Brady  Island,  Neb.,  478.  Brampton, 
(hi.,  319.  Branchville,  Ct,  138.  Branch- 
rille,  N.  J.,  164,  510.  Bnmdon,  Vt.,  579. 
Branfbfd,  Ct.,  jo,  132-3, 149,  511,  769.  Brant- 
fflfd,0»t/.,  314,  317,  33«,  33»,634.  Bnttto- 
horo,  Vt-,  It,  29,  SS.  5«»  "9,  «8a.  «9i.  579, 
«Q9,  766.  •Bnsil,  Ind.,  486.  Bread  Loaf 
(Ian),  Vt.,  578.    Bremen,  Ger.,  592.    Brent- 

wood,  Qd.,  soa  Bresha,  OmL,  316,  317. 
Brewerton,  N.Y.,  335.  Brewster,  N.  Y.,  188. 
Brick  Church,  Md.,  373.  Bxlek  Chtliell,  N. 
J.,  776.  Bridestow,  ^M^.,  536.  Bridgehamp- 
ton  <L.  I.),  N.  Y.,  155.  Bridgeworth,  Bftg., 
536,  554.  •Bildgeport,  Ct.,  30,  51,  133-4, 
138,  158,  237,  448,  249.  485,  491,  500,  769- 
Bridgeton,  Me.,  574,  577-  Bridgetown,  N. 
S.,  284-5.  Bridgewater,  Eng^.,  536,  555-6. 
Bridgewater,  Ms.,  767.    Bridport,  Eh£., 

646.  Brighton,  Em£.,  480,  533,  547,  598, 646, 

647,  682.  Brighton,  Ms.,  29,  31,  107,  109, 
III,  113,  114.  Brighton,  N.  Y.,  770.  Bright- 
on, Oni.,  319,  320,  321,  325,  789.  Bright- 
wood,  D.  C,  349.  376,  497.  Brightwood, 
Ms.,  767.  Brimlield,  Ms.,  129.  Brisbane, 
Qutend.,  652,  793.  Brtitol,  Ct.,  589,  769. 
Bristol,  Eng.,  536,  545,  550-1,  556,  642.  646, 
647,  790W  Bristol,  Pa.,  164, 173, 778.  •Bris- 
tol, R.  I.,  K>7,  108,  MS,  581.  Bristol  Arms, 
Oni.,  319U  Bnokporl,  N.  Y.,  217,  222. 
Broekton,  Ms.,  106,  109,  ita,  516,  767. 
Brooton,  N.  Y. ,  587.  Brockville,  Oni, ,  326-7, 
333.  Brodheadsville,  Pa.,  341.  Bromley, 
Eng.,  790.  Bronico,  //.,  552.  BrookHeUL, 
Ms.,  104,  114-  Brook  Haven  (L.  I.),  N.  Y., 
150,153.  Brookllno,  M8.,6o9.  Brookljni, 
la.,  479.  •Brookljm,  N.  Y.,  27,  3a,  S3.  57, 
85-9*,  97,  99,  ««>,  "«,  «48,  153,  «5S,  «46, 
252,  524,  583-6,  625,  638,  655,  678,  770W 
BrookvUle,  Md.,  376.  BrookvUle,  Pa.,' 
778.  Brown's  Gap,  Va.,  348.  Brownsboro, 
Ind.,  236.  Brownsboro,  Tex.,  783.  Browna- 
ville,  Md. ,  245.  Brownvrillo,  Pa.,  496, 609, 
778.  Brucefiekl,  OtU.,  313.  Brush,  Col., 
501.  Brushville,  N.  Y.,  214.  Brumfield, 
Ky.,  228,  234.  Bnmswiek,  Me.,  765. 
Brunswidc,  Ger.,  687.  Brussels,  Bel.,  645, 
651,  699.  Bryn  Mawr,  Pa.,  389-90,  495- 
Buangor,  Vict..,  560.  Buckden,  Eng.,  541. 
Bockhom,  OnL,  33a.  Buckingham,  Eng., 
539.  BucUand,  Va.,37S'  Biloksport,Me., 
378,  574.  Bucksville,  Pa.,  497.  ^Bnoynit, 
O.,  488,  784.  Budapest,  Hmtg,,  481,  55«, 
792.  BueMlle,  N.  Y.,  3361  Buffalo,  Ky., 
230.  «BllffftlO,  N.  Y..  9,  12,  28,  50,  52,  178, 
198,  203-6,  ao8,  a  1 4-17,  s»*3,  3i5>  3^7,  3»>, 
321,  475,  479-80,  487-8,  50«.  594,  573,  587- 
8,  594,  609,  617,  6ao,  627,  771.  Buffalo 
Gap,  Va.,  486.  BuH  Run,  Va., 375.  Bunder 
Gut,  ^«tt.,57t.  Bungay,  £'m^.,  539.  Bunin- 
yong,  Vkt.,  559,  03-  Bunker  Hill,  Ms., 
386.    Banker  HUl,  Va.,  348,  388.    Bureau, 


III.,  489.  Burford,  Oni.^  317.  Bani;o7De, 
Omt.,  315-16.  Burke,  N.  Y.,  771.  *Blirlillg- 
ton,  la. ,  485-6, 787-  Biirlin|rto&,  N .  J. ,  390, 
5aa.  'Burlington,  Vt.,  578,  594-5»  766. 
Burntisland,  Scot.t  536.  Bury,  Eng.^  j<)o. 
Bury  St.  Edmunds,  En£.,  645,  79a  Bush- 
kill,  Pa.,  ao7,  399.  341*  497-  Binhnell, 
111..  485-6.  Butte,  Mont.,  788.  Byron  Center, 
N.  Y.,  215. 

Cabin  John  Bridge,  D.  C,  376,  497.  Ca- 
couna,  0/U.,  339-30.  Cahir,  Irt.,  546. 
•Cairo,  111.,  595-  Calais,  />.,  558*  599- 
•GalAis,  Me.,  26a-8,  573, 609,  765.  Calcutta, 
/W.,  57x-a.  Caldwell,  N.  J.,  58,  i6i-a, 
609,776.  Caldwell,  N.  Y.,  xi,  39,  32,  186, 
191-2,  211,  510,  771.  Caledonia,  N.  Y., 
to8,  222.  Caledonia,  £?»/.,  332.  Caledonia 
Springs,  Oni.,  327-8.  Calistoga,  Cal.,  490. 
Callan,  /r^.,  79a.  Calumet,  Mich.,  785. 
Camac  (L.  I.),  N.  Y.,  158.  Cambridge, 
Eng:.,  533, 539, 541, 544, 557,646, 790-  •Cam- 
bridge, Ms.,  29,  51,  loi,  103,  113,  402-3, 
435.  485,  5<7,  627,  657,  767.  Cambridge, 
N.  Y.,  193.  Cambridge,  O.,  245-  Cam- 
bridgeport,  Ms. ,  5 16, 517,  767-  *Camden, 
N.  J.,  173,  a  18,  389-90,  521-2, 776.  Camden, 
M  S.  W.,  565.6.  Cameron,  N.  Y.,  a  18. 
Camillus,  N.  Y.,  208,  ata.  Campbellsburg, 
Ind.,  336.  Campbellton,  Ont.f  329.  Camp- 
belltown,  N.  S.  fK.,  565.  Campbelltown, 
7<M.,  564.  Camperdown,  Vict.^  559-6o. 
Campobello,  N.  ^.,270,  279.  Campton  Vil- 
lage, N.  H.,  577.  Canaan  Four  Comers, 
N.  Y.,  148.  Canaan,  Ct.,  700.  Canaan, 
N.  Y.,  197.  'Canandaigua,  N.  Y.,  28, 
30,  3»,  33.  58,  »oi-2,  2o8<  212,  ai3,  397,  479. 

488,  772.  Canajoharie,  N.  Y.,  200.  Can- 
aetota,  N.  Y.,  308,  336.  Candleman's 
Ferry,  Va.,  383,  497-  Caneadea,  N.  Y., 
3X4. 2x7.  Canisteo^  N.  Y.,  2x7,  2x8. 
Canmer,  Ky.,  230.  Canterbury,  N.  Y.,  510. 
Canterbury,  Eng.,  530,  687.  Canton,  CA/., 
57a.  Canton,  Ct.,  145.  Canton,  111.,  786. 
•Canton,  O.,  50X,  595,  609,  784.  Canton, 
Ms.,  27.  Canton,.  Pa.,  499,  778.  Cape 
Town,  5".  A/.,  696.  Capon  Springs.  W.  Va., 
495-7«  Cap  Rouge,  Qm.^  330.  Capua,  //., 
552.  Caramut,  VicL,  561.  Carbon,  Wyo., 
477.  Carbondale,  Pa.,  340.  Cardiff,  i?»t^., 
683,  790.  Caribridge,  Scat.,  556.  Carlin, 
Nev.,  477.  Cariisle,  Eng.,  545,  554,  643, 
687.  •Carliale.  Pa.,  45. 303, 344.  485.  Car- 
k>w,   OtU.,   3x5.      Carlstadt,    N.    J.,  83-4, 

166-7, 588.  *Canni,  111.,  786.  Carpenter,  Pa., 
778.  Camavon,  Eitg.^  79a.  *Car80n,  Nev  , 
478.  Carter,  Wyo.,  477,  48a  Carrollton, 
N.  Y.,  333.  Caaey,  la.,  478.  Cashel,  /re., 
546.  Caeaadaga,  N.  Y..  587,  773.  Caia- 
burn  Comers,  Omt.,  328.  Castile,  N.  Y., 
323.  Castlemaine,  K«r/.,  560-x.  Castle- 
martyr, /r«.,  546,  793.  Castleton.  N.  Y., 
X48,  X90,  197.  Castleton,  Vt.,  184.  Ca»- 
tres,  Er.,  552.  Castroville,  Cal.,  490U 
Catford  Hill,  Engr.t  79o.  Caihcart,  Oni., 
317.  *CatlettBburg,  Ky.,  486,  590.  C»- 
tonsTille,  Md.,  373.  •CataUll,  N.  Y., 
187-8, 19X,  198.  Cattaraugus,  N.  Y.,  333. 
Catterick,  Eng.,  545.  Cauheme,  Rotum., 
481.  Cave  City,  Ky.,  31,  231-3,  234,  597f 
609,  783.  Cawnpore,  Ind.f  57a.  Caxton, 
Eng.,  540-1.  Cayuga,  N.  Y.,  33, 208.  Case- 
novla,  N.  Y.,  43,  2x9.  296,  298,  302,  336, 
609,  773.  Cedar  Grove,  N.  J,  x66u  Cedar 
Rapids,  la.,  594.  Center  Harbor,  N.  H., 
576.  Centerport  (L.  I.),  N.  Y.,  X5X.  Cen- 
tertown,  Mo.,  485.  Centerville,  Cal.,  493. 
Centerville,  Ct.,  135,  X38,  149,  349,  581. 
Centerville,  Ky.,  233.  Centerville,  N.  J., 
164.  Centerville,  N.  Y.,  335,  497.  Center- 
ville, Va.,  374.  Central  City,  Neb.,  478, 
489.  Central  Square,  N.  Y.,  335.  Chadd's 
Ford,  Pa.,  388,  390W  Chaplin,  Ky.,  337. 
•Chambersburg,  Pa.,  303,  344,  485,  49S, 
497-8,  609.  778.  Champaign,  111.,  786. 
Chancellorsville,  Va.,  347,  352.  Chao-choo- 
foo,  CA/.,  572.  Chappaqua,  N.  Y.,  76. 
Charing  Cross,  ifMr^.,  531.  Charing  Cross, 
^m/.,  332.  'Chariton,  la.,  787.  Charles- 
bourg,  OrU.,  330.  ocharleston.  111.,  786. 
'Charleston,  S.  C,  355.  'Charleston, 
W.  Va.,  351.  Charlestown,  Ind.,  335. 
Charlestown,  Ms.,  767.  Charlestown, 
N.  H.,  575^.  •Charlestown,  W.  Va., 
383-4.  •Charlotte,  N.  C,  500.  78a.  Chaiw 
lotle,  N.  Y.,  333.  Chariottetown,  P.  E.  /., 
289-9X,  593.  •Charlottesville,  Va.,  348, 
350-1.  Chartiers,  Pa.,594.  Chateau  Richer, 
Que.,  33a  Chatham,  Eng.^  598.  Chatham, 
N.  J.,  163,  174,  776.  Chatham,  N.  Y.,  148, 
»97,  500,  609,  772.  Chatham,  Ont.f  331-a. 
Chatsworth,  Oni,,  316.  •Chattanooga, 
Tenn.,  501,  783.  Chautauqua,  N.  Y.,  223. 
587.  •Cheboygan.  Mich.,  785.  Chelms- 
ford, Eni.f  645.  Chelsea,  Ms.,  525,  530, 
663.  767.  Chelsea,  Omt.t  337.  •Chelsea, 
Vt.,  578.    Chemnitz,  Gtr.,  552.    Chemung. 



N.  v.,  ai&  Cbouuieo  Forict,  N.  Y.,  336^ 
Cherbourg,  Fr.,  599.  Chefllilre,  Ct.,  30,  31, 
A  «34-5t  «3*-^  »50.  58*.  609.  769-  Chesh- 
ire, £Mg,,  645-6.  Cheshire,  Me.,  193. 
(hesterville,  ID.,  485.  Chestnut  Hill  Reeer- 
voir,  Ms.,  39,  114.  Chester,  Sitg.,  539. 
Chester,  Ms.,  lai,  194.  Chester,  N.  J., 
173.  Chester,  N,  S.,  288,  293.  Chester, 
N.  Y-,  340,  $87.  Chatter,  Pa.,  244,  37a, 
JHt  390.  778.  CbaBtarton,  Ind.,  479. 
Chetkamp,  ^.  5*.,  289.  *Gheyeime,  Wyo., 
475.  478, 489,  609, 628,  788.  •Ohifiago,  111., 
«,  a«.  30,  3"i  33.  38,  SO,  6x,  113,  223,  225,231, 
»43.  a4Sf  a96,  3«o,  3".  3»4,  3i7.  3*o-«,  324, 
4*6,  436,  474,  475,  47*^»  487-9.  499.  5o«. 
506,  S08,  5»7-«9,  5«S-4,  5*9.  574.  585,  594-6, 
598,  616,  627,  643,  655,  672,  677,  679,  683, 
711,  712,  786.  Chichester,  Eng-',  694. 
Chifiopee,  Ms.,  31,  38, 118,  123-6, 181,  580, 
767.  Ghleopee  Falls,  Ms.,  124.5,  i8x,  767. 
Chiltcni,  Vici.y  565.  Chinese  Camp,  Cal., 
491.  CMtUmangO,  N.  Y.,  336,  488.  Chit- 
tenden, Ky.,  225.  Christchurch,  N.  Z., 
567-9,  652,  696,  794.  Christiania,  //^r.,  70a 
Churchviile,  N.  Y.,  215.  Churohville, 
Md.,  373.  Cicero,  N.  Y.,  335.  •Cincin- 
nati, O.,  31-3.  "3.  "3,  *«5-6,  234,  488, 
50«,  594,  595,  597,  678,  784.  Cindnnatus, 
H.  Y.,  336-7,  772.  Cinnaminson,  N.  J., 
776.  Cirencester,  ^M^.,  790.  Clacton,^ at^., 
S59.  Clandeboye,  C>M/.,  312-13,332.  Clap- 
toii,^v,  534.  Claremont,  N.  H.,  574, 579. 
Clarence,  Eugr.,  544.  Clarence,  OmLj  327-8. 
Cbrendoo,  Ont.f  338.  Clarendon,  f^jr/., 
559-  •Clarion,  Pa.,  778.  Clark's  Ferry, 
Pa.,  496.  Clark*8  Summit,  Pa.,  34T.  Clarks- 
ville,  Md.,  373,  376,  497.  Clarkavllle,  Mo., 
322.  Clashmore  Inn,  Scoi.^  536,  555.  Clav- 
erack,  N.  Y.,  197.  Clay  Center,  Kan., 
485-6.  •Clearfield,  Pa.,  204,  530,  593,  609, 
778.  dear  Spring,  Md.,  343,  344.  Clear- 
ville,  On/.f  310-12,  314.  Clearville,  Pa.,  496. 
Uemensport,  AT.  S.,  285.  Clermont,  N.  Y., 
i«A    •Cleveland,  O.,  315,  479,  487-8,  5<», 

5o«.  5*6,  59»,  594-5.  627,  643-5,  784-  Clcve- 
Und's  MUi,  Cal.,  490.  Clifton  (S.  I.),  N.  Y., 
377-  Clifton  Vorge,  Va.,  350.  Clinton, 
Ct,  (32.  Clinton,  Ms.,  128.  Clinton, 
N.  Y.,  77a.  CDnton,  Oni.,  313,  315,  332. 
aipper  Gap,  Cal.,  476,  480.  Coster,  N.  J., 
8a  Cloudman.  Cal.,  491.  Cloverdale, 
Cal.,  490W  Clyde,  N.  Y.,  488.  Clyde, 
iY.  5..  293.    OmU  Dale,  Pa.,  778.     Coatee- 

▼ille.  Pa.,  388,  495-  Coblentz,  Gtr.,  545. 
CobcuTK.  Onl.,  198,  304,  297,3x941, 3>3,3>5i 
523.  Cochecton,  N.  Y.,  57a  Cockshntt, 
OfU.,  333.  Coffee  Run,  Pa.,  244-  Cohasset, 
Ms.,  112.  Cohoee,  N.  Y.,  191-3,  773.  Co- 
he,  N.  S.  W.,  561,  565.  Colac,  Vict.,  560-1, 
563.  Colbome,  Qui.,  319,  325.  Colchester, 
EHi^.,  541,  647.  Coldbrook,  Ms.,  579. 
Gold  Spring,  N.  Y.,  194,  197,  50a  Cold 
Spring  Harbor  (L.  I.),  N.  Y.,  28,  584.  77a- 
•Coldwater,  Mich.,  785.  Colebrook,  Ct., 
144,  146.  Coleraine,  Ms.,  579.  Colesville, 
Md.,  376, 497.  Colfax,  Cal.,  476.  Colfax, 
la.,  479-  College  Hill,  O.,  784.  CoUinsby. 
OtU.,  3*5-  Collingswood,  OrU.,  316.  Col- 
Unsville,  Ct.,  145.  •Colorado  Springe, 
Col.,  788.  Colosse,  N.  Y.,  335.  Columbia, 
N.  J.,  164.  ColnmUa,  Pa.,  317,  378,  386, 
388-9,  486,  499,  609, 77S.    •Columbia,  S.  C, 

782.  •Columbua,  Ga.,  782.  •Colnmtnis, 
Ind.,  785.  •Columbus,  Miss.,  783.  Co- 
lumbus, N.  Y.,  587.  •Colnmlnia,  O.,  245, 
487-8,  501,  595,  627,  784.  Concord,  Ms., 
103, 112,  597, 767.  •Concord,  N.  H.,  576-7, 
766.  Conewango,  N.  Y.,  223.  Coney  Island, 
N.  Y,  27.  Conneant,  O.,  479-  Ckin- 
nelleviUe,  Pa.,  496.  Conrad's  Store,  Ya., 
348.  Conroy,  Ont.,  332.  Conahohooken, 
Pa.,  389.  Constance,  57Cf«te.,  552.  Constan- 
tinople, Tur.,  474.  480-3,  552,  571,  609,  792. 
Conway,  Ms.,  767.  Conway,  N.  H.,  515, 
577.  Conyngham,  Pa.,  498.  Qomo,  Itafy, 
468.  Como,  Oni.,  328.  Cook's  Bay,  Omt., 
316.  Coolatoo,  Vict.,  56a  Cookston,  Ont., 
316.  Cooksvi]]e,<9x/.,  318-19.  Cooma,Ca]., 
492.  •Cooperstown,  N.  Y.,  197,  215,  378. 
Goopentown,  Pa.,  389.  Copake  Falls, 
N.  y.,  188.  Copenhagen,  Dm.,  599,  645. 
Cordelia,  Cal.,  491.  Corinne,  Utah,  477. 
•Corinth,  Miss.,  352.  Cork,  /ry.,  546,  645. 
•Coming,  N.  Y.,  30,  2x6-19,  50X,  772.  Cor- 
nish, N.  H.,  577.  Cornwall,  Ct,  143. 
Cornwall,  N.  Y.,  171, 194, 197, 77a.  Cornwall, 
Oni.^  327.  Cornwall,  Vt.,  579.  Cornwall 
Bridge,  Ct.,  510.  Comwall-on-Hndson, 
N.  Y.,  609,  772.    •Corpus  Christ!,  Tex., 

783.  Corry,  Pa.,  587,  609,  778.  •Cort- 
land, N.  Y.,  772.  •Corydon,  Ind.,  235. 
Cote  St.  Antoine,  Qiu.,  328.  Cote  St.  Lnke, 
Que.,  328.  Coteaudu  Lac,  Que.,  575.  Cot- 
tage, N.  Y.,  223.  •CooneU  Binffi,  la., 
478,  489,  595.  Court  House  Station  (S.  I.), 
N.  Y.,  155.    Courthmd,  OtU.,  332.    Cove»> 



trf,  Enf.,  480,  S33,  546,  S5>*  5S4>  557>  654, 
6»3,  688,  690, 693, 694-6»  790.  *Ooyingtoa, 
Ky.,  30,  »a5»  35 <»  59o.  678,  783.  •Goving- 
Xmu  Va.,  486.  CozMoUe,  N.  Y.»  190. 
Coyote,  Cal.,  49>-  Craig's  Meadows,  Pa., 
341.  Cranberry,  O.,  488.  Craoe's  Flats, 
CaU,  49«-  Crane's  Village,  N.  Y.,  479. 
Crawford,  Scot.f  556,  576.  Crawfoi^  House, 
N.  H.,  576-7.  Cresson  Springs,  Pa.,  496. 
Crocker's,  Cal.,  491.  Croton,  N.  Y.,  194. 
Croton  Falls,  N.  Y.,  188,  772.  Croydon, 
Eng.,  480,  533,  790.  Crown  Point,  N.  Y., 
186.  Crum's  Point,  Ind.,  479.  Cuddeback- 
ville,  N. Y.,  340,  587.  Culbertson,  Neb.,  501. 
*Culpeper»  Va.,  348,  350.  *Cuml)erlaaii, 
Md.,  12,  29,  31,  238,  240-46,  782.  Curwens- 
yillc.  Pa.,  609,  778, 

•Dallas,  Tex.,  628.  DaltoD,Ms.,i2i,i93. 
Dalton,  N.  Y.,  222.  Dalwhinnie,  Scat., 
556.  Damascus,  Md.,  376.  *Danbury,  Ct., 
769.  Panforth,  Ont,  316.  Danaville,  N. 
Y.,  33,  213-14,  218,  772.  •Danville,  111., 
489.  Danville,  N.  J.,  164.  Danville,  Pa., 
778.  Darby,  Pa.,  372,  390.  Darien,  Cl, 
<>39>  248.  Darkesville,  W.  Va.,  244.  Dar- 
lington, yict.,  559.  Darniian,  Ptr.,  571. 
Dauphin,  Pa.,  496.  *Davenport,  la.,  478> 
9, 489.  Daventry,  Eng.,  556.  DaviflviUe, 
CaL,  490-1.  Dayton,  Ky.,  628,  783.  •Day- 
ton, O.,  501,  594-5.  784.  Dayton,  N.  Y., 
221,    223,    772.     Dealton,    Ont.,    310,    332. 

•Deoatnr,  111.,  485-6.  •Dedham,  Ms.,  29, 
33,  102,  107,  1x2.  Dcerfield,  Ms.,  119,  182, 
579,  767.  Deer  Park,  Md.,  486.  Deeth, 
Nev.,  480.  *Deflance,  O.,  609,  784.  De 
Kalb,  N.  Y.,  334-  •Delaware,  O.,  784- 
Delaware,  Ont.,  331,  33a.  Delaware  Water 
Gap,  Pa.,  28,  163-4,  172.  '89,  207,  341,  378, 
497,  Delfshaven,  Hoi.,  553.  Delhi,  Ind., 
572.  •Delhi,  N.  Y.,  497-8.  Delhi,  Ont., 
332.  Delle,  France,  599.  De  Mossvitle, 
Ky.,  590.  Dennlaon,  O.,  784.  Dennyi- 
vllle.  Me.,  264,  266,  271.  *Denver,  Col., 
501,  628,  788.  Denville,  N.  J.,  163,  170, 
207.  Detby,  Ct.,  140,  142,  769.  Derby, 
Eng.,  539,  645-6,  790.  Derringalluni,  f^ict., 
560.  Deacbambault,  Qtu.,  575.  •Dea 
Hoinea,  la.,  479*  489,  595,  787.  'Detroit, 
Mich.,  21, 48,  204,  210,  225,  296-8, 300,304-5, 
3»i.  3»5f  3«»-3.  333»  505.  59*.  594-5»  62$, 
628,  677,  785.  Devon,  Pa.,  389,  609,  778. 
De  Witt,  Neb.,  485.  De  Witt,  N.  Y.,  479- 
Deztas,  Me.,  siSi  S74»  765-    Dcxterville,  N. 

Y.,  2S3.  Dieppe,  Fr.,  489,  552,  599,  600. 
Digby,  N.  S,,  28a,  J84-5,  592.  Dingimui** 
Ferry,  Pa.,  164.  Dingwall,  Sc4rt.,  556. 
Disco,  111.,  485-6.  Diss,  Eng.,  538,  790^ 
DUon,  Cal.,  49f.  DoMw  Verry,  N.  Y.^ 
77-9.  Docking,  Eitg.,  537-8.  DodgevsUe, 
Ms.,  107.  DoDcaster,  E^g.,  539-40,  790. 
Dorehetter,  Ms.,  517.8,  527,  767.  Dorset, 
Eng.f  646.  Dorval,  Otti.,  328.  Doflhan 
Tepe,  /•«-,,  483.  Doup's  Point,  Ky.,  236. 
•Dover,  Del.,  781.  Dover,  Eng.,  551,  598- 
9.  •Dover,  N.  H.,  575.  Dover,  N.  J., 
>63-4>  173-  Dover  Plaina,  N.  Y.,  582. 
Dover  Point,  Me.,  575.  Downingtown, 
Pa.,  389.  •Doylestown,  Pa.,  77&  Drake»- 
town,  N.  J.,  164.  Drakesville,  N.  J.,  163, 
207.  Dreaney's  Corners,  Oni.,  324.  Dres- 
den, Ger.,  iz4»  437-  Drifton,  Pa..  497-9- 
Dublin,  Jre.,  642,  645-6,  652,  654,  686,  695, 
792.  Dublin,  Ont.,  313.  Dulaney,  Kan., 
788.  Dulaney,  Ky.,  783.  •Dultttti,  Mmo., 
787.  Dumfries,  Scai.,  554-5.  645,  686. 
Dana  Penlele,  //mm.,  481.  Duua  Szekeao, 
^MM.,  481.  Dunbar,  5'^v^.,  554.  Dondiurdi, 
Eng.,sS7'  Dundas,Oii/.,  318.  Dundee,  ^r^/., 
792.  Duncan,  Neb.,  478.  Duneannon, 
Pa.,  496.  Dunedin,  N.  Z.,  567,  652,  794. 
Dunellen,  N.  J.,  172.  Dungarvan, /rv.,  546. 
Dunkdd,  Oni.,  3x5-  Dunkirk,  N.  Y.,  28, 
31,  58,  223,  772.  Dunstable,  Eng,,  541. 
Durham,  Eng.,  545,  645.  Durham,  Owt., 
316.  Dusseklorf,  G^r.,  545.  Dutdh  Flat, 
Cal.,  476. 

Eagle,  Ont.,  312.  Eal'mg,  Eng.,  790. 
Karlham,  la.,  479.  E.  Almond  Centre, 
N.  Y. ,  2 1 7.  E.  Attleboro,  Ms. ,  107.  S.  Aa-^ 
rora.  N.  Y.,  208,  222.  £.  Avon,  N.  Y., 
213,  216.  £.  Berlin,  Ct.,  769.  E.  Bethel, 
Vt.,  578.  E.  Bloom6eld,  N.  Y.,  202,212, 
216,218.  Eastbourne,  Eng.,  532,  S44>  79Q^ 
E.  Brimfield,  Ms.,  767.  £.  Brookfield,  Ma., 
no,  128.  E.  Brookfield,  Vt.,  578.  £. 
Bridgewater,  Ms.,  376.  E.  Cambridge,  Ms., 
767.  E.  Canaan,  Ct.,  146.  £.  Chatham, 
N.  Y.,  148,  208.  E.  Fryeburg,  Me.,  577. 
E.  Gainesville,  N.  Y.,  222.  E.  Greenvkich, 
N.  Y.,  193.  'S.  Greenvrieh,  R.  I.,  513. 
581,  769.  Bacthampton,  Ms.,  1x8-20,  580, 
767.  E.  Hartford,  Ct.,  123,  149,  582.  E. 
Haven,  Ct.,  149.  £.  Lee,  Ms.,  148,208.  E. 
Leon,  N.  Y.,  223.  E.  Longmeadow,  Ms., 
124-5,  254>  580.  E.  Long  Branch,  N.  J., 
776.    £.  Lyme,  Ct.,  131.    E.   Lynde,  Pa., 



387.  fi»  Machiaay  Me.,  171.  Eastman 
Sprii^,  Ont.,^^.  £.  New  York  (L.  I.), 
584.  E.  Northwood,  N.  H.,  577.  E.  Or- 
ange, N.  J.,  50S,  5S8f  6431  776.  *£astoxi, 
Md.,  593.  •Kaaton,  Pa.,  173,  34»,  378,  387, 
497»  609,  778-  Bastport,  Me.,  357-8,  a6o, 
a6s,  a67-S,  274,  a76,  879,  383-3,  573,  592. 
&  Portlaiul,  Or.,  788.  £.  Providence, 
R.  I.,  107.  E.  Randolph,  Vt.,  578.  E. 
Rochester,  N.  H.,  525,  654-5,  670,  766. 
£.  Saginaw,  Mich.,  785.  E.  Schodack, 
N.  Y.,  ao8.  E.  Springfield,  Pa.,  205.  E. 
Scroudsburg,  Pa.,  341.  E.  Tarrytown,  N.  Y., 
76.  E.  Walllngford,  Vt.,  S79-  E.  Windsor 
Hm,  Cl,  133,  254,  769.  Eastwood,  Oni.^ 
317.  Eaton-Socon,  EHg.^  540-41.  Echo, 
Utah,  477.  Echuca,  Vkt.^  560.  Eckley, 
CoL,  501.  Eddington,  Vict.^  566.  Eden 
Center,  N.  Y.,  223.  Edgertoxi,  O.,  479. 
Edgewater,  N.  J.,  8z,  83.  Edinburgh,  ScoL^ 
513-4,  544,  554-6,  599,  642,  645-7,  686,  792. 
Edinburg,  Va.,  346,  388.  Edward's  Comer, 
N.  Y.,  aa3.  Edward's  Ferry,  Va.,  497.  Eid- 
wardville,  Ind.,  335.  Edwardsville,  Kan., 
485.  ^Efflngham,  111.,  48S.  Eggerstown, 
IIL,  488.  Eketahuna,  A^.  Z,y  568.  Elaine, 
^v/.,  559.  Elbeuf,  Fr.^  480.  Elbridge, 
N.  Y.,  aoS,  312.  BlglD,  lU.,  786.  *Sllzar 
heth,  N.  J.,  156,  158, 164,  167,  172, 17s,  177, 
583,  637,  776.  Elizabethport,  N.  J. ,  29,  32, 
156,  158,  5S3.  *EUzab«thtowii,  Ky.,  237. 
EUaftbeihtown,  N.  Y.,  211.  Elk  Grove, 
Cal.,  491.  Elkhom,  Neb.,  489.  *£lko, 
Nev.,  477.  •Klkton,  Md.,  244,  37^,  497- 
•SUioott  City,  Md.,  349,  373,  376-7,  497. 
EUiagton,  Eng.^  540.  Ellington,  N.  Y., 
223,  773.  Ellis,  Ms.,  107.  ^Ellsworth, 
Me.,  278,  574.  Elmira,  Cal.,  476.  49». 
•Slmira,  N.  Y.,  216,  218,  501,  594,  772. 
Elmsford,  N.  Y.,  75,  76.  Elmwood,  Ct., 
136-7,350.  Elsinore,  0«/.,3i6.  Ely,  i?«^., 
Sja,  539^  •Elyrla,  O.,  479, 609,  784.  Elze, 
Gtr,,  523.  Emmitaburg,  Md.,  385,  388. 
*Bmporia,  Kan.,  660,  78S.  Enfiekl.  Ct., 
253.  Enfield,  Eng.^  790.  Enfield,  Ms.,  123, 
13$,  i8x,  5S0L  Englawood,  N.  J.,  30,  5», 
Bo-i,  84,  166-8.  Ennis,  Irt.y  646.  Ennis- 
keHen,  (?»/.,  315.  Ephrauh,  Pa.,  387.  Ep- 
pbg,  Eng.f  5S9-40-  Eramosa,  OiU,^  318. 
*Sri0,  Pa.,  12,  28,  31,  50,  58,  85,  2oa,  204-6, 
»",3'«»3«7,  487-*,  5o«,  594-5-  Erin,  0«/., 
316.  Erlanger,  Ky.,  225.  Erzeroum,  Tur.^ 
482.    Esbjerg,  Den.,  599.     Eski  Baba,  7W-., 

482.  Essex  Center,  OiU,,  3X0-ZX.  Eszek, 
Slav.,  481.  EUon,  Eng.,  533.  *Sllgene 
City.  Or.,  788.  Evans  Mills.  N.  Y.,  334. 
•Evanatoni  Wyo. ,  477-  'Evansville,  Ind. , 
595.  E verettto  Pa. ,  244, 496.  Exeter,  Eng. , 
533,  536,  554.  •Exeter,  N.  H.,  575,  766. 
Exeter,  OtU.,  313-5,  324,  333.  Eydkuhneu, 
RHs.^fAj.     Eye, -ffwjr.,  539. 

Fabyan  House,  N.  H.,  576-7.  Fakenham, 
^«^-,  537-8.  ^Fairfax  C.  H-,  Va.,  374, 376. 
•Fairfield,  CaL,  491.  Fairfield,  Ct.,  138-9, 
148.243.  Fairfield,  Ky.,  237.   Fairfield,  Me., 

765.  Fairfield,  N.  J.,  84, 169.  Fairfield,  OfU., 
310,789.  FairfieU,  Pa.,  385.  FairfieW,  Va., 
349,  495-  Fair  Haven,  Ct.,  133,  138,  149. 
Fair  Haven,  Vt.,  184.  Fairroount,  Ber., 
362.  Fairmount,  Ind.,  236.  Fairview, 
Md.,  243.  Fairview,  N.  J.,  84.  Fairyland, 
Bsr.y  361.  Falkirk,  Scat.,  404.  Fall  Brook, 
Pa.,  594.  Falling  Waters,  W.  Va.,  344,  348. 
Fall  Elver,  Ms.,  31-2,  85,  loi,  108,  593,  767. 
Falla  Church,  Va.,  374,  376.  Falls  City, 
Pa.,  245.  ^Faribault,  Minn.,  787.  Farm- 
ers' Crossing,  Ky.,  485-6.  Farmersville,  Ms., 
109.  Farmingdale  (L.  I.),  N.  Y.,  58,  150-3. 
Farmington,  Cal. ,  49 1-2-  Farmlngton,  Ct. , 
137,  MS,  U9,  581.  Farmington,  N.  H., 
576-7.  Farms  Village,  Ct.,  X45.  Farnbor- 
ough  Station,  Eng,,  646.  Farrah,  A/g., 
571.  Farringdon,  Eng.,  532.  Father  Point, 
Que.,  329.  Fayette,  N.  Y.,  336.  Fayette- 
viUc,  Pa.,  495.  Featherston,  N.  Z.,  56S-9. 
Feeding  Hills,  Ms.,  123,  125-6,  144,  146. 
Fergus,  Ont.,  316.  *Fenuuidina,  Fla., 
597,  628,  783.  Fern  Creek,  Ky.,  236.  Field- 
ing, N.  Z.,  568.  Fife,  Scot.,  792.  Fillmore, 
N.  Y.,  217.  Finchville,  Ky.,  33^  Finchley, 
^'^e- y  53  »-2-  •Findlay,  O. ,  488, 784.  Fish- 
er's Hill,  Va.,  345,  49S.  FishersviUe,  Ms., 
109.  Fishkill-on-Hudflon,  N.  Y.,  194-5, 
258,  582.  *Fitchburg,  Ms.,  114,  500,  523, 
579,  594,  597,  767.    Fitzwilliam,  N.  H., 

766.  Five  Stakes,  Ont.,  312.  Flanders,  Ct., 
131.  Flanders,  N.  J.,  164.  Flatts,  Ber., 
359-61,  366.  *Flemington,  N.  J.,  733. 
Flesherton,  O1U.,  3x6.  Flint,  Eng.,  645. 
•Flint,  Mich.,  595.  Florence,  //.,  4291  55*- 
Florence,  Ky.,  325.    Florence,  Ms.,  119, 

767.  Florida,  N.  Y.,  772.  Florin,  Pa.,  779. 
Floyd,  N.  Y.,  210.  Flume,  N.  H.,  The,  61, 
576.  Flushing  (L.  I.),  N.  Y.,  12.  29,  31-3, 
51-2,  90-1,  152-3,  155,  772.  Foggia,  //.,  552. 
Folkestone,  Eng.,   599.      •Fonda»  N.  Y., 



soo,  9o8y  ait.  Fontenoy,  Fr.^  48a  Foot»- 
cray,  VicLj  559.  Fordham,  N.  Y.,  72,  772. 
Fordham  Landing,  N.  Y.,  583.  Fordwich, 
Oni.,  314.  Forest  Hill,  Eng.,  645-  Forks 
of  Kennebec,.  Me.,  573-4.  Forres,  Scot.^ 
645.  Forrest,  Ont.,  332.  Ft.  Albert,  Ber.^ 
360.  Pt.Bridger,Wyo.,477-  *Ft  Dodge, 
la.,  59S.  Ft.  Edward,  N.  Y.,  29,  51,58, 
189,191-3.  Ft.  Hamilton,  N.  Y.,90.  Ft. 
Hunter,  N.  Y.,  200.  Ft.  Jefferson,  Mo., 
484.  Ft.  Leavenworth,  Kan.,  628,  788. 
Ft.  Lee,  N.  J.,  30,  32,  72,  81-5,  165,  583, 
612.  Ft.  Loudon,  Pa.,  485.  Ft.  Miller,  N. 
Y.,  19a  Ft.  Morgan,  Col,  501.  Ft.  Ni- 
agara, N.  Y.,  222.  Ft.  Plain,  N.  Y.,  aoo, 
ao8,  488.  Ft.  Porter,  N.  Y.,  588.  Ft.  St. 
George,  Ar.,  358.  Ft.  St.  George,  N.  Y., 
583.  Ft.  Schuyler,  N.  Y.,  74,  246.  Ft.  Sid- 
ney, Col.,  475.  Ft.  Steele,  Wyo.,  478.  •Ft. 
Wayne,  Ind.,  487,  595,  786.  Ft.  William, 
OtU.,7Si).  Ft.  Worth,  Tex.,  783.  Fostoria, 
O.,  784.  Fowlerville,  N.  Y.,  214.  Fox- 
boro',  Ms.,  107.  FramlTigham,  Ms.,  29, 
51,  113-14,  117,514,680,  767.  Francestown, 
N.  H.,  575.  Franconia,  N.  H.,  576-7. 
Frankford,  Pa.,  3S8-9.  'Frankfort,  Ky., 
51,  225,  232-4.  Frankfort,  N.  Y.,  200. 
Frankfort,  Ger.,  552,  700.  Franklin,  N.  J., 
i6i-2, 169.  Franklin,  N.  Y.,498.  •Frank- 
lin, Tenn.,  352.  Franklin  Falls,  N.  H., 
577-  Franklinvllle,  N.  Y.,  208.  Frank- 
town,  Oxi.^ij.  •Frederick,  Md.,  29,31, 
33»  238,  242-3,  349,  37^7.  487.  Fredericks- 
burg, Ind.,  235.  Fredericksburg,  Va. ,  352. 
Fredericktown,  Ky.,  230.  •Frederick- 
town.  Mo.,  787.  Freedom,  N.  H.,  577. 
Fredonia,  N.  Y.,  50,  205-6,  223,  587,  772. 
Freeport,  Ont.,  316.  Freibourg,  Ger.,  552. 
•Fremont,  Neb.,  478.  •Fremont,  O.,  479. 
Frcssingfield,  Eng".,  539.  Freudenstadt, 
Ger.,  481.  Friendship,  N.  Y.,  223,  772. 
Frizinghall,  Efig-.,  790.  •Front  Bojral, 
Va.,  35X.  Froetbnrg,  Md.,  243.  Frye- 
hnrg.  Me.,  576-7.  Fulda,  Ger.,  552.  Ful- 
lerton,  On/.,  332.  FultonvUle,  N.  Y.,  200. 
Funkstown,  Md.,  244.  Ferriman,  Per.,  571. 
Gainesville,  N.  Y.,  222.  Gainesville,  Va., 
375.  Galena,  Ind.,  235.  Gait,  O/U.,  317, 
324,  491.  •Galveston,  Tex.,  783.  Gam- 
Wer,  O.,  784.  Gananoque,  Ont.,  317,  325-61 
333.  Gang  Mills,  N.  Y.,  2  to.  Gan  pris 
Pau,  Fr.,  702.  Garden  City  (L.  I.),  N.  Y., 
152, 530.    Gardiner,  Me.,  573.    Gardner, 

Ms.,  579,  767.  •Gamett,  Kan.,  788.  Gar- 
rison's, N.  Y.,  29,  193,  609,  77a.  GarsUDe, 
"^V-»  556.  Garwood,  N.  Y.,  222.  Gasport, 
N.  Y.,  217.  Gateshead-on-Tyne,  Eng.,  79a 
Gauley's  Bridge,  W.  Va.,  351,  486.  Gay- 
lord's  Bridge,  Ct.,  582.  Geddes,  N.  Y., 
201,212.  Geelong,  K/W.,  559-61,  563.  G«l- 
vington,  Ky.,  590.  Ctoneseo,  11L,  479,  489. 
•Geneseo,  N.  Y.,  2x3.  Geneva,  N.  Y., 
20S,  213,  772.  Geneva,  O.,  488.  Geneva, 
Sw/fz.,  545,  Genoa,  111.,  786.  Genoa,  //., 
552.  Georgetown,  b.  C,  12,  241-2,  374, 
376, 497>  782.  •Ctoorgetown,  Ky.,  51,  226, 
333-4-  Ctoorgetown,  N.  Y.,  337.  George- 
town, A'.  S.,  29a  Georgetown,  0«/.,  3x8-19. 
Gera,  Ger.,  551-a.  Germantown,  Ky.,  590L 
Germantown,  AT.  S.  IV.,  565-6.  German- 
town,  N.  Y.,  197, 498.  Germantown,  Pa.,  389, 
779.  Gerry,  N.  Y. ,  587,  772.  •Gettysburg, 
Pa.,  242,  303,  347,  352,  385-6,  388,  486,  495, 
499»  779'  Ghalikue,  i4/5r>»  57  »•  Ghent, 
N.  Y.,  197.  Gilroy,  Cal.,  490,  492-3.  Gi- 
rard.  Pa.,  12,  205-^,  479, 488,  779.  Girtford, 
^"i"'*   540-1.      Glasgow,   Sco/.,   534,  S4S-6f 

555.  645-7»  695,  698,  792.  Glassboro,  N.  J., 
390,  522.  Glenbrook,  Cal.,  490.  Glendale, 
Ms.,  148.  Glenfield,  Pa.,  779.  Glen  House, 
N.  H.,  577.  Glenrowan,  yic/.,  566.  Glen's 
Falls,  N.  Y.,  186,  189,  19T-3,  609,  772. 
Glen  Station,  N.  H.,  577.  Gbnville,  Ct, 
138.  Glenwood,  Md.,  782.  Glenwood,  Pa., 
341.  Gloucester,  Eng^.,  536,  539,  554-7,  645. 
Gloucester,  Ms.,  505,  512,  609,655,674-5, 
767.  Gloucester,  N.  J.,  390,  522.  God- 
erich,  Om/.,  204,  301,  313-5,  ?23-4,  331,  789. 
•Goldendale,  Wash.,  788.  Gold-hill,  CaL, 
476.    Gold  Run,  Cal.,  476.      Golspie,  Scai., 

556.  Gordonsville,  Va.,  348,  350-1.  Gor- 
ham.  Me.,  515.  Gorham,  N.  H.,  576-7. 
Goshen,  Ct.,  143.  •Goshen,  Ind.,  236, 
479.  •Goshen,  N.  Y.,  340,  587.  Goshen, 
Va.,  351,  486.  Gottingen,  G^'.,  522.  Goul- 
burn,  y.  S.  W.,  561,  564-6,  793.  Qonver- 
neur,  N.  Y.,  334.  Govanstown,  Md.,  377. 
Grafton,  Ms.,  103,  378.  Grafton,  Oni.,  319. 
Granby,  Ct.,  145, 581.  'Grand Island,  Neb., 
478,  4S9.  Grand  Metis,  Que.,  329.  Grand 
Pr^,  N.  S.,  284,  286.  'Grand Forks,  Dak., 
609,  78S.  •Grand  Bapids,  Mich.,  505,  519, 
595.  7*5-  Granger,  Wyo.,  477.  Granite- 
ville  (S.  I.),  N.  v.,  157.  Grant,  N.  Y.,  210. 
Grantham,  Eng".,  540-1,  553.  Granville, 
Ms.,    144,    146.     Granville,  ^.    S.,    2S4-5. 



Gnvnend,  Em^.^  S99»  Graveaend  (L.  I.)> 
N.  Y.,  90u  Gravois,  Mo.,  535.  *Gr»780il, 
^1'*  35>>48S'  Gray's  Summit,  Mo.,  485-6. 
Oraat  Bunington,  Ms.,  148,  70a  Great 
Bend,  N.  Y.,  aS,  31,  207,  338,  341.  Great 
Berkhamsted,  ^Mff  •>  473f  480.  Great  Bethel, 
Va.,  439*  Greftt  IUIb,  N.  H.,  637,  766w 
Great  Falls,  Va.,  241,  376.  Greenbush, 
N.  v.,  190-1,  197.  *Qzeeiu»stle,  Ind., 
485-6.  Qreencaatle,  Pa.,  46. 296,  303,  344, 
49S-  Graane,  N.  Y.,  336,  498.  *Greexi- 
llidd,  Ms.,  II,  27,  a9,  31,  51,  119,  182-3,  Z94, 
378,  500,  579,  767.  Greenland,  Pa.,  244. 
Greenock,  Scot.^  792.  Cteeenpoint  (L.  I.), 
N.  Y.,91.  Oreanpoit  (L.  I.),  N.  Y.,  12, 
a«.  sa-3.  «5o-5-  •Qwen  BiTer,  Wyo.,  477- 
^QraeiiBlniziB,  Jnd.,  786.  ^QreensbiiTg, 
Ky.,  239.  *€breeiuiliiirg.  Pa.,  539,  779. 
Green's  Farms,  Ct.,  138.  Green  Tree,  Pa., 
389.  Greenville,  Ind.,  235.  Greenville,  Me., 
574.  QreenTille,  Mich.,  785.  Greenville, 
N.  J.,  776.  GreenTlUe,  Pa.,  341,  779. 
•Gfae&Tllle  C.  H.,  S.  C.,  782.  Greenville, 
Va.,  349.  Greenwich,  Ct.,  138.9, 248, 581-2, 
609,  769U  Gffeenwleh,  N.  Y.,  772.  Green- 
wood, N.  Y.,  171.  Grenoble,  Fr.,  698. 
Gretna  Green,  Se&e,^  553,  556-7.  Grimsby, 
Oni.^  315.  CMnziel],  la.,  478-9, 787.  Qria- 
WCdd,  la.,  478.  Groton,  Ct.,  153.  Grotto, 
//.,  552.  Grotzka,  Serv.,  481.  Grovcland, 
Cal.,  491.  Groveport,  O.,  785.  Grovesend, 
0$tt.t  331.  Groveton,  CaL,  492.  Groveton, 
N.  H-,  576.  Groveton,  Va.,  375.  Guelph, 
OMi.,  31S-7, 319*  331-  Guildhall  Falls,  N.  H., 
577.  QoUford,  Ct.,  132.  Guillimbury, 
Owi.,  316.  GuU  Mills,  Pa.,  389.  Gundagai, 
y.  S.  H^.,  565-6.  Gunnersbury,  Ettg'.,  645. 
Gunning,  M  S.  JV.^  561,  565-6.  Gutten- 
berg,  N.  J.,  81,  83,  16S.  Guyroard  Springs, 
NY.,  497.    Guysboro.  N.  S.,  2S9. 

•Hankenaeck,  N.  J.,  30, 84, 165.6,  168-9, 
776.  Haokettstowxi,  N.  J.,  164,  173,  776. 
Haddonfield,  N.  J..  390,  522,  776.  Hadley, 
Ms.,  ISO.  *Hagei»Uiwii,  Md.,  39,  338-9, 
a42-5,  303,  344.  346,  348,  350-1,  384,  387-8, 
486.7,  495,  609,  78a.  HagersviUe,  Oni.,  332. 
Halle,  GIrr.,  522.  Halleck,  Nev.,  477.  Hal- 
ifas,  A^.  .S".,  282,  286^,  292-3,  355,  364.5, 592, 
609,  790.  Haigler,  Neb.,  501.  *Haile7, 
Id.,  609,  788.  Hamburg,  Gtr.,  551,  599. 
Hamburg,  Ind.,  235.  Hainbiirg,  N.  Y., 
223.  Hamburg,  ^>>i/.,  317.  Hunburg,  Pa., 
343.    Ilamdeo,  Cl,   134.    Hamilton,  Bfr.^ 

355»  358-9»  i^^-^t  59»,  609,  790.  •Eun^ 
iltoxu  O.,  501,  594-5,  785.  Hamilton,  Ont.t 
314-S,  3i7»  324,  33'-*»  593.  634,  789.  Ham- 
ilton, yic/.,  560^1,  563,  793.  Hamilton, 
Va.,  344,  497>  Hammersmith,  jE^w^.,  551. 
Hammondsville,  N.  Y.,  an.  Hammonton, 
N.  J.,  522.  Hunpton,  N.  H.,  102,  512. 
Hampton  Court,  £n^.,  4t  532,  545,  548. 
Hancoclt,  Md.,  339-40,  343,  344-51  496. 
Hancock,  Vt.,  578.  Hanover,  Ct.,  134. 
Hanover,  Gtr.,  522, 651.  Hanover,  N.  H., 
766.  Hanover,  N.  J.,  163-4.  Hantsport, 
M^.,a86.  Hanwell,  ^M^.,646.  Hanley, 
Ehg"-!  665.  Hardington,  N.  J.,  533.  Har- 
densburg,  Ind.,  335.  Hardwick,  Ms.,  579. 
Harford,  Md.,  377.  Harlem,  N.  Y.,  30, 
32-3,  55.  57.  a49.  583,  612.  772,  774.  Har- 
lingen,  N.  J.,  172.  Harpenden,  Eugr-,  553- 
Harper,  Kan.,  7S8.  Haxper*s  Ferry,  W. 
Va.,  29, 3 1, 240-3, 347-8, 350. 384*  496.  •Har- 
risburg,  Pa.,  244,  303.  343»  35».  496,  498, 
779.  Harrison,  Me.,  574.  ^Harrison- 
bnrg,  Va.,  346^,  382,  388,  497.9,  628,  782. 
*Harrodsburg,  Ky.,  51,  226-7,  234,  236. 
Harrogate,  Enjg:,  636,  642.  Harrold,  E^g"., 
540.    *Haztford,  Ct.,  n,  12,  36-7,  28,  30-a, 

37.  39.  42-3.  46-7,  "8,  123-3,  "5.  "8,  133, 
136-8,  145,  M3-9,  173.  «79-8i,  183,  191,  234, 
a49-5«.  253. 372-3, 377-8. 388,  401,  501,  5»o,  5^3. 
524,  580-2,  593,  609,  615,625,  627-8,  632,655, 
675,  677,  769.  Harud,  -4/^.,  571.  Harwich, 
Enjg:.,  599.  Hastings,  EMg'.^  641,  682. 
*Ha8tlngS,  Minn.,  487.  Hastings,  N.  Y., 
335.  Hastings,  N.  Z.,  569.  Hastings-on- 
Hudson,  N.  Y.,  75,  77,  5S6.  Hatte  Bay, 
Que.t  329.  Hatfield,  Eng:,  540-1,  790.  Hat- 
field, Ms.,  119,  182-3.  Hatton,  Eng.,  543. 
'Havana,  111.,  485-6.  Havant,  Eng.,  790. 
Haverford  College,  Pa.,  389,  779.  Haver* 
hill,  Ms.,  523,  577,  767-  Havre,  Fr.,  599. 
Havre  de  Grace,  Md.,  244,  372,  377-8,  497. 
Hawkesbury,  Ont,  327-8.  Hawley,  Pa., 
340,  609,  779.  Hawthorne,  Ont.,  327.  Haw- 
trey,  Ofti.,  332.  Haydeu's,  Ct.,  31,  181,  251. 
Haydenville,  Ms.,  119,  767.  Haselton, 
Kan.,  7S8.  Hazleton,  Pa.,  498,  779. 
Healdabnrg,  Cat.,  490.  Hebron,  A^.  S., 
283.  Hebronville,  Ms.,  107.  Heda,  Pa., 
498.  Heidelberg,  Ger.,  522,  545,  552. 
•Helena,  Mont.,  788.  Helensburgh,  E/ig'., 
646.  Hempstead  (L.  I.),  N.  Y.,  138, 150-2, 
154.  'Henderson,  Ky.,  590,  609,  783. 
•Henderson,    Minn.,  787.      Hendrysbuig, 



a,  4S5-  *Heii3l0pi]i,  III,  4S9.  Herat, 
A/g.^  48af  57«-  Hereford,  Bng.^  53^ 
•Hfirkimer,  N.  Y.,  208.  Hermouli,  Rcum., 
481.  Hertford,  Eng.t  540-1.  Hespeler, 
Ottt^t  31  ;•  Hettingen,  Bel.,  545.  Heuvel- 
ton,  N.  Y.,  334-  HicksviHe  (L.  I.),  N.  Y., 
51,  153-3.  Highgate,  Bn^.^  540.  Highland 
Cf«ek,  Ont.,  319.  Highland  Mills,  N.Y.,  171, 
609,77a.  mghland  Park,  III.,  787.  High- 
lands, N.  Y.,  172,  19S.  High  Top  Gap, 
Va.,  348.  High  Wycombe,  Eng.^  645,  790L 
Hilliard,  Wyo.,  477-  Hillsboro,  N.  H.,  575. 
Ujllsburg,  OnL,  316.  Hillsdale,  N.  Y.,  1^. 
HiU*s  Valley,  Cal.,  490.  Hind  Head,  Bng., 
777.  Hinds  Comers,  Pa.,  339.  Hingham, 
Ms.,  112.  HlnwUle,  Ms.,  121.  HiiwdAle, 
N.  H.,  579.  Hinsdale,  N.  Y.,  152-3. 
Hitchin,  Eng.^  540-1,  557-8.  Hitchcockville, 
Ct.,  144-  Hobart,  7«*.,  560,  563-4,  652, 
794.  Hoboken,  N.  J.,  32,  83.3,  85, 168, 172, 
5^3*  77^'  Hodnet,  Bng.^  555.  Hoffman's 
Ferry,  N.  Y.,  32.  Hoguestown,  Pa.,  343. 
Hohokus,  N.  J.,  169.  Hokitika,  N.  Z., 
569.  Holland,  N.  Y.,  222.  Holland  Patent, 
N.  Y.,  210,  213.  Holland's  Landing,  Oitt., 
3r6.  •SoUliter,  CaL,  492.  Hollteton, 
Ms.,  767.  HoUowviUc,  N.  Y.,  188.  •HoUy 
Springs,  Miss.,  783.  Holmesville,  Ont., 
313.'  Holmsdale,  Scot.t  556.  Holycross, 
/rv. ,  546.  Holyhead,  Emg. ,  686.  Holyoke, 
Ms.,  31,  58,  H7-8,  120,  123-6,  135,  183,  191, 
2S'»  5*4,  5«7.  609.  7^7'  Homar,  Mich.,  323. 
HomeitlMUl,  la.,  479.  Homestead,  N.  J., 
83-4.  Homestead,  Pa.,  779.  *Honatdale, 
P»-.  44,  30a,  339-40,  501.  Hope,  N.  J.,  164. 
Hopedale,  Ms.,  767.  Hoptown,  Cal.,  490. 
Hoosick  Corners,  N.  Y.,  193,  51a  Hootiek 
FUl8,  N.  Y.,  193.  HornellsviUe,  N.  Y., 
30,  216-7,  222.  HoraaheadB,  N.  Y.,  216. 
Horton,  A^.  ^.,  286.  Housatonic,  Ms.,  148. 
•Howard,  Kan.,  788.  Howard,  Minn., 
787.  Huddenifield,  Eng.^  645.  Hudson, 
Col.,  501.  ^Hudson,  N.  Y.,  29, 32,  51,  lai, 
190,  192,  195-8,  258,  488,  510,  609,  772. 
Hudson,  On/.,  32S.  Hughsonville,  N.  Y., 
194-5.  Hulett's  Landing,  M.  Y.,  29,  32. 
Hull,  Oh/.,  327.  Hull,  Eng.,  545,  599- 
Humboldt,  Nev.,  476.  Hummclstown,  Pa., 
343.  Hunter,  N.  Y.,  505.  Hunter's  Point 
(L.  L),  N.  Y.,  28,  31-2,  58,  91,  96-7,  99,  151, 
153.  Huntingdon,  Eng,  539,  541.  *Hunt- 
ingdon.  Pa.,  244,  779.  *HuntingtoD,  Ind., 
786.    Himtlngt(m,  Ms.,  121,  194.    Hant* 

iagtonCL.  L),  N.  Y.,  151.  Harunui,  AT.  Z., 
567-9.  Hutonburg  Comers,  Ofti.,  127. 
HydA  Park,  Ms.,  767.  Hyde  Park, 
N.  Y^  497. 

Icbtiman,  Bamm.,  481.  Idlewild,  N.  Y., 
197.  Dion,  N.  Y.,  200,  208.  •Indapeodp 
enoe,  Mo.,  485-6.  *Indiaaa»  Pa.,  610, 779. 
•Tndianapolia,  Ind.,  485-8,  501,  595,  6ro, 
628,  786.  *fniHanola,  la.,  787.  Indian 
Castle,  N.  Y.,  479.  Indian  Oiohazd,  Ms., 
29,  104,  no,  (17,  124-6, 181,  252.  Ingleaide, 
Ms.,  125.  Ingersoll,  Of$t.,  324,  332.  Inver- 
may,  (?«/.,  316.  Inverness,  Sc^i.,  536,  554. 
Inwood,  N.  Y.,  7s.  lona.  On/. ,  3 12.  *Iowm 
City,  la.,  479,  489-  Iowa  Fans,  la.,  628, 
789.  Ipswich,  Eng.^  532,  538-9,  599.  Ips- 
wich, Ms.,  112,  510,  512.  Ireland  Parish, 
Ms.,  118,  125.  Ireland  Point,  iZrr.,  358. 
Irkutsk,  Bus.,  570.  Ironsides,  Ont.,  327. 
Irving,  N.  Y.,  204,  527.  Irrington,  Ind., 
786.  Inrlngton,  N.  Y.,  75,  79,  162,  164, 
174-5, 198.  Irwin,  Pa.,  779.  Ithpeming, 
Mich.,  785.  Isle  Madame,  N.  S.,  289.  lale 
Parent,  Que.,  328.  l8]ip(L.  I.),  N.  Y.,  150, 
15a.  Ismidt,  Tur.,  481-2,  570.  *IUiaoa, 
N.   Y.,  497-8.   77a. 

Jackman's  Plantation,  Me.,  574.  *Jaek- 
SOn,  Mich.,  501,  785.  Jackson,  N.  H.,  577. 
Jacksonville,  Cal.,  491.  Jacksonville,  Vt., 
579.  Jacktown,  O.,  486.  Jagodina,  «S>nr., 
481.  •Jamaica  (L.  I.),  N.  Y.,  90,  151^, 
772.  Jamaica  Plain,  Ms.,  575,  767. 
Jaman's  Gap,  Va.,  347.  JamOBtOWn,  N. 
Y.,  221,  587,  6ro,  772.  Jamestown,  O., 
785.  Jamestown,  Pa.,  206,  223,  485.  Jar- 
vis,  Oni.,  332.  ^Jefferson,  la.,  628,  787. 
•Jefferson,  Wis.,  787.  •Jefferson  City, 
Mo.,  486.  Jeffersontown,  Ky.,  236.  •Jef- 
fersonTille,  Ind.,  235,  595.  Jafferson- 
▼ille,  O.,  245.  Jenkintown,  Pa.,  779. 
Jenksville,  Ms.,  104,  no,  117,  126,  181,  352. 
Jericho  (L.  I.),  N.  Y.,  151-a.  Jerome  Park, 
N.  Y.,  71,  73,  582.  Jersey,  Ont.,  316. 
•Jersey  City,  N.  J.,  30,  5«,  «»,  85, 97,  149, 
156,  168,  342,  388,  510,  583,  6a8,  776.  Jex^ 
seyflliore.  Pa.,  779.  John  0'Groat's,^r«/., 
497,  532,  536,  544,  548,  553-7,  685.  Johnson- 
burg,  N.  J.,  163,  207.  Johnston  Corners, 
(?«/.,  315.  *  Johnstown,  N.Y.,  196.  Jobns- 
town.  Pa.,  496,  530,  779-  ♦Jollet,  III.,  sot. 
534.  Jonesport,  Me.,  274.  Jordan  River,  M 
^•t  >93-  Jordanville,  Ct.,  131.  Jugiong,  A^. 
S.  Ur.,  564^.    •Junction  City,  Kan.,  788. 



U.  N.  Y.,  ai6,  s8a.  Kaklu, /"m, 
S7I.  iCaiora,  yiU.^  563.  Kamouraska,  Qm., 
319.30.  •KaiUuikM,  IIL,  787.  KaniM 
CttTi  Mo.,  473.  486,  595,  7«7.  Kaiapoi,  N. 
Z.,  s68-9>  Kariex,  /'«r.,  571.  Kanthia, 
XKtf.,  ssa.  Xatonali.  N.  Y.,  773.  *Kmi«- 
aer.  Neb.,  475,  47S>  4Se-  KMMTlUa,  N. 
Y.,jii.  Keilor,  Kj^.,  563.  KeUogg.  U, 
479-  K«]«e7Vill«.CaL,490'  KeltoD,  Utah, 
477.  Kendal,  iSiv-i  53^  555-  KemUU- 
TUle,  IncL,  479.  Kennebec,  Me.,  Forks  of 
tbe,  573-4.  KeoiMdy,  N.  Y.,  223.  KOh 
B«tt  Sqwure,  Pa.,  779.  Kenaington,  En£.t 
5$4»  64S'  KentTille,  M  ^.,  385.  Kerns- 
unrn,  Va.,  345.  Keasock,  i^nv-,  5361  Kea> 
wick,  Ettg.,  646,  791.  Keswick,  Ont.t  316. 
Keuerioig,  £1^.,  S40w  Kettle  Pt.,  (?»/., 
33a.  Kboi,  Ptr.t  483.  KiUarney,  Ir*.^  546, 
6$a.  Kimbokon,  iffMtf'.,  539.  Kincardine, 
OmL^  315,  789.  Kinrturhoftt,  N.  Y.,  148, 
19^,  610,  77a.  Kin-gan-foo,  Chi,  $7*' 
Kiagsliridce,  N.  Y.,  64,  66,  78,  98,  s8a'3. 
Kingston,  JEiv-,  S44.  Kingston,  N.  J.,  377. 
'KSnertom,  N.  Y.,  188,  198.  Kingston, 
(?«/.,  ao4,  397,  300,  3«7,  3«9-a6,  333,  5»3i 
610,789.  KingMoo,  Pa.,  330.  Kingston,  5*. 
Am$.,  s6ol  Kingussie,  Sc^,,  555-6^  Kings- 
TiUe,  {?«/.,  301,  31a  KintnetSTiUa,  Pa.,  497. 
Kintore,  Omi.,  333.  Kk>to,/dt/.,  793.  Kirk- 
ton.  OMi.,  333.  Kittery,  Me.,  lox,  346, 575. 
Kio  Kiang,  CA/.,  57a.  Knight's  Ferry,  Cal., 
491-3.  Knotty  Ash,  Et^.,  557.  Knowltoo, 
N.  J.,  164.  •Kokomo»  lad.,  786.  Kreage- 
villt.  Pa.,  341.  Kurrachec,  /«^,  571. 
KaixiowD,  Pa.,  387.  Kyamba,  N.  S.  H^., 
565.    Kyoeton,  K*c/.,  559,  561-3. 

LaceyriUe,  Pa.,  319.  Lachine,  Qnf.,  338. 
La  Chata  Mills,  Omt.,  789.  Lackawaxen, 
Pa.,  340.  Laooda,  N.  Y.,  335.  TiftQonta, 
N,  H.,  576-7.  •htk  Crow«,  Wis.,  787. 
Lalamn,  Xtu.,  571.  «Lft  Fayette,  Ind., 
S3S,  786.  *If»gr«Bge,  Ind.,  336.  Lahore, 
/mL,  S7a.  Laird,  Neb.,  501.  *IiBke  City, 
CoL,  788W  nAke  Qeorge,  N.  Y.,  609,  773. 
Lake  Pleaaeet,  Ma.,  378^  Lakeville,  Ct., 
i43r  ■47-  lakeville,  N.  Y.,  193.  Lake- 
wood,  N.  y.,  333.  Lambeth,  Otti.,  331,  519. 
lU.,  479-  Lemonte.  Mo.,  47S> 
ir,  Ettg.,  554.  Leaeaster,  Ms., 
579^  •LaaeMter,  N.  H.,  575-7, 676,  766. 
TenwtT,  N.  Y.,  ao8,  315.    ^LaiioMter, 

P*.,    164,    344*    J'7i    S*3.  378,    386,  388^ 
486>  49S^.  TT*     iMdwrillt,  Pa.,  3891  77*. 

Land's  Bnd,  Em^.,  397,  533,  536,  548,  55^-7. 
685.  Lanesboro,  Ms.,  lai.  LanesyiJIe,  Ky., 
335.  Langenwcddingen,  Xui.,  687.  Lang- 
ford,  Efi£:,  558.  Lansdowne,  C!n/.,  335. 
TjawtlTiC,  Mich.,  501,  50s,  595,  785.  jMOr 
ilngbws,  N.  Y.,  193.  Leona,  N.  Y., 
aa3,  5S7.  ^Laporte,  Ind.,  479.  Laprade, 
Fr,,  551.  *Laraiiiie,  Wyo.,  473-41478.480, 
788.  Larrabee's  Point,  Yt..  579.  La  Salle, 
N.  Y.,  315.  Latsobe,  Pa.,  610,  779. 
Laurel,  Md.,  377.  Laurel  Hill,  Pa.,  485. 
Laumoot,  Fr.t  558.  Launceston,  Tas.,  560, 
563-4.  Lausanne,  Swiiz.,  545.  ^Lawreoce, 
Kan.,  485,  788.  *LawTenee,  Ms.,  ixa>  514. 
768.  ^Lawxenoelmrg,  Ind.,  336.  Law- 
rencetown,  M  S.,  385.  LawrenceviUe,  N. 
J-f  377*  777'  LaytoBsville,  Md.,  376.  Lead- 
enharo,  ^xf.,  539.  ^LeadvUle,  Col.,  643. 
788.  Leamington,  Ont.,  310^  'Lel^aaoil, 
Ky.,  329,  334,  610,  783.  Lebanon,  N.  Y., 
197.  ^Lebanon,  O.,  785.  •Lebanon,  Pa., 
3Q3*  343>  485,  779'  I'M,  Ms.,  i3i,  146,  148, 
30S,  6x0,  768.  Leeds,  Em£^.,  636,  645-6,  791. 
^Leeaburg,  Va.,  497.  Leestown,  Pa.,  343. 
Lee's  Summit,  Mo.,  486.  Leete's  Island, 
Ct.,  133.  Lseu warden,  ^0/.,  553.  Leghorn, 
//.,  700.  Lehighton,  Pa.,  399,  341  >  610. 
Leicester,  Sm^.,  53a.  539.  5S3»  643.  Leices- 
ter,  Ms.,  103,  110,  114.  Leipsic,  C7«r.,  114, 
651.  Leith,  Se^.,  645.  Leitersburg,  Md., 
385.  Le  Mans,  Fr.,  699.  Lemay  Ferry, 
Mo.,  535.  Lempster,  N.  H.,  575.  Lenox, 
Ms.,  148,  700.  Lenox,  N.  Y.,  208.  Lenox 
Furnace,  Ms.,  148.  Leominater,  Ms.,  579. 
I^eon,  N.  Y.,  333.  Leonardsville,  N.  Y.. 
773.  Le  Roy,  N.  Y.,  308,  331,  479.  487. 
773.  Lrcainore, /rr.,  546.  Lethbridge,  K«r/., 
559.  .  Level,  Md.,  373.  Level,  O.,  785. 
Lewes,  Emg.,  539.  •LewlabUPg,  W.  Va.. 
351,  486.  Lewiaton,  Me.,  765.  Lewistoa, 
N.  Y.,  333.  Lewiston,  On/.,  335.  *Lewla- 
towB,  111.,  485-6.  •Lewiatown,  Pa.,  344. 
496.  Lewisville,  Ind.,  485.  •Lexington, 
Ky.,  336,  333-4,  501,  537,  783.  Lexington, 
Ms.,  39,  5't  >o3i  386.  517,  768.  •Lexing- 
ton, Va.,  347,  349-S«.  495-  Leytonstone, 
Eng'.^  791.  Lima,  N.  Y.,  308,  313.  *Lima, 
O.,  488,  501.  Limekiln,  Pa.,  389.  Lim- 
erick, /r#.,  79a.  Limerick,  Me.,  577.  Lime 
Book,  Ct.,  769.  Lincoln,  £«r-,  539>  *Lin- 
OOln,  III.,  486,  489-  Lincoln,  Omi.,  323. 
Lincoln  Park,  N.  J.,  777.  Linlithgow,  Scai., 
645.     •Linn,  Mo.,  485.     Liabon,    N.  H., 



577.  I-tole,  N.  v.,  497*  L'IsIet,  Que., 
329-30.  Listowel],  Ottt.,  314-5*  *Litell- 
flald,  Ct.,  i4i-s>  148,  s8i.  Little,  Ky.,  336. 
Little  Boar's  Head,  N.  H.,  513.  Little  Falls, 
N.  J.,  30,  84,  165,  167,  169.  Littto  FaUs, 
N.  Y.,  200,  202,  20S,  48S,  772.  Little  Metis, 
Q***'*  329-30>  Little  Mount,  Ky.,  236. 
Little  Neck  (L.  L),  N.  Y.,  151-3,  «55- 
•LlUle  Book,  Ark. ,  783.  Littleton,  N.  H., 
61,  576-7.  •Little  Valley,  N.  Y..  223. 
Liverpool,  -ffn^f.,  99,  406,  473M,  480-2,  527, 
532,  553»  S5<^7.  570,  592.  636,  642,  645-7.686, 
791.  Liverpool,  N.  JT.,  28S.  Liverpool, 
N.  S.  IV.,  561,  565-6.  Livingston,  N.  Y., 
220.  Llandaff,  ^«^.,  558.  Llandyssul,  ^»j'., 
791.  Uoyd's  Neck  (L.  L),  N.  Y.,  151. 
Lodge  Pole,  Neb.,  478.  Lockerbie,  Scot., 
536.  *Lock  Haven,  Pa.,  779.  Lockland, 
O.,  785.  'Lockport,  N.  Y.,  316-7,  222, 
325.  5o(,  772.  *Logan8port»  Ind.,  786. 
London,  En^.,  63,  99,  129,  280,  292,  353, 
365,  402-6,  426-S,  436,  444,  448,  464,  467, 
470-2,  474-5.  480.1,  517,  524,  530-41,  544. 
547-8,  5SO-I,  553-8,  567,  598-9,  602,  611,  627, 
636,  642-7,  654,  656-9,  662,  670,  681-91,  693, 
695-6,  698-9,  791,  798.  London,  Oni.,  204, 
3«,  3«4-5,  3*9.  3»i.  33',  33*.  634-5.  654,  669, 
789.  Londsboro,  Otti.,  332.  Long  Island 
City,  N.Y.,  97, 99.  Longmeadow,  Ms., 123-4, 
181,254,580.  Longneuil,  ^N».,  328.  Long- 
wood,  Que.,  331.  Lookout,  Wyo.,  478.  Lo- 
niin,0.,595.  L' Original,  ^«tf., 328.  Lor- 
raine, ^r.,  480.  *Lo8  Angeles,  Cal.,  789. 
Loughboro,  Eng.,  539.  Louisbux^,  C.  B., 
289.  *LotiisTiUe,  Ky.,  31,  33,  51,  225, 
23r-7,  486,  501,  525-6,  530,  590,  595,  597, 
A28,  783.  Loup,  Fr.,  545.  Louvain,  Fr., 
699.  Lovell,  Me.,  577.  Lovelock's,  Nev., 
476,  480.  *LoweU,  Ms.,  112,  378,  500,  508, 
517,  597.  660,  76S.  Lower  Lachine,  Que., 
328.  Lowestaft,  Eng:,  539.  Lubec,  Me., 
264-70,  279,  516,  573,  610,  765.  Lucan,  Oni., 
312,  314.  Lucindale,  S.  A  us.,  560.  Luck" 
now,  Ont.,  315,  332.  Ludlow,  Vt.,  579. 
Lunenburg,  M  5*. ,  288.  Lonenlnirg,  Vt. , 
577.  *Luray,  Va.,  244,  346-51,  381-2.  Luth- 
field,  A^.  Z.,  56S.  Lutton,  Eng^.,  537.  Lyme, 
Ct.,  131, 792.  Lynehbiirg,Va.,346.  Lynd- 
httrst,  N.  J.,  166.  Lynn,  Eng.,  537-8,  557. 
Lynn,  Ms.,  loi,  516,  573,  597,  631,  768. 
Lynn,  C7i«/.,  326.  Lyons,  />.,  698.  L>"on8, 
III.,  479.  'Lyons,  Kan.,  6a8.  *Lyons,  N. 
Y.,  77a. 

McCainsville,  N,  J.,  163,  207.  McCbok, 
Neb.,  501.  *MoOonneUslnirg,  Pa.,  485. 
'Maehias,  Me.,  270-4,  279,  575,  592.  Ma- 
chiasport.  Me.,  257,  273-4,  279.  573-  Mcln- 
tyre's  Comers,  Oni.,  332.  McKinstryville, 
N.  Y.,  193.  McUinnTille,  Or.,  788.  •Mar 
oomb.  III.,  787.  ^Macon,  Ga.,  782.  M6- 
Veytown,  Pa.,  244.  Madison,  Ct.,  132, 
523.  *Madison,  Ind.,  595,  786.  Madison, 
N.  H.,  577.  Madison,  N.  J.,  30,  163,  174, 
777.  Madison,  N.  Y.,  772.  Madison,  C, 
479.  *Madison,  Va..  348.  Madrid,  .S>., 
70a  Madrone,  Cal.,  490,  492-  Magnolia, 
Ky.,  230-1.  Mahwah,  N.  J.,  169.  Maider>- 
head,  Eng.,  567,  792.  Maidstone,  En^., 
646.  Mainx,  Ger.,  552.  Maitland,  N.  S., 
283.  Maitland,  Om/.,  326.  Maketoke, 
A^.  Z.,  568.  Maiden,  Ms.,  29,  zor,  768. 
Maiden  Bridge,  N.  Y.,  208.  Malmesbury, 
yicf.,  560.  Malvern,  Eng.,  645.  Malvern, 
OfU.,  116.  Malvern,  Pa.,  3S9.  Mamaxo- 
neok,  N.  Y.,  247.  Manassas  Gap,  Va.,  34S. 
Manchester,  Eng.,  468,  535,  539,  550,  642, 
645-7,  683,  688,  792.  Manchester,  Ms.,  113. 
Manchester,  Me.,  627.  Manchester,  Mo., 
3»,  52s.  52S.  *Manehe8ter,  N.  H.,  500, 
575-6,  766.  Manhasset  (L.  I.),  N.  Y.,  151. 
Manhattanville,  N.  Y.,  32.  Mannheim, 
Grr.,552.  Mannsville,  Pa.,335.  Manotick, 
Oh/.,  327.  Mansfield,  Ms.,  107,  109,  768. 
•Mansfield,  O.,  7S5.  Mansfield,  Pa., 
779.  Mantes,  ^r. ,  480.  Maple  wood,  N.  H., 
577.  Marblehead,  Ms.,  112, 281,  515,  768. 
Marcellns,  N.  Y.,  20S,  479-  Marcy,  N.  Y., 
210.  Margate,  Eug.,  599^  •Marietta, 
O.,  595.  Marietta,  Pa.,  244-  Mariner*s 
Harbor  (S.  I.),  N.  Y.,  772.  Marion,  N.  J.. 
82,  168,  582.  Marion,  Pa.,  495.  Markdale, 
(?«/.,  3 16.  Markham,  N.  Y.,  223.  Mark- 
ham,  Omf.,  316.  Market-Deeping,  Efig., 
539,  541.  Marlboro,  Ms.,  514.  Marlboro, 
N.  Y,,  172.  Marlboro,  Vt.,  579.  Marlen- 
hsim,  Ger.,  481.  Marlow,  Que.,  574. 
Marlton,  N.  J.,  39a  Marmande,  Fr.,  552. 
Marseilles,  Fr.,  698.  •Marshall,  Mich., 
334,785.  •Marshall,  Minn.,  787.  •Mar- 
Shalltown,  la.,  787.  Marshfield,  Ms.,  113. 
Martlnsbiirg,  N.  Y.,  201.  •MarMnsburg, 
W.  Va.,  242,  244.  300.  303,  344-5.  349,  S«8, 
495-8,  590,  782.  Martinsville,  N.  Y.,  317. 
Marulam,  AT.  S.  W.,  564-6.  •Marywille, 
Kan.,  485.  Marysville,  Viet.,  560.  Mask- 
inonge.  Que.,  575.    MaBiJllon,  O.,  487,  soi. 



feS*  6«7^  785-  Masterton,  A^.  Z..  568^ 
Mataae,  Qme.,  339.  Matlin,  Utah,  477- 
Mauituck  (L.  I.),  N.  Y.,  150,  isa,  155-  M«t- 
toon,  lU.,  489.  ^ICaneh  Chunk,  Pa.,  aao, 
»99»  34a,  5301  779.  Mayfieid,  CaL,  493- 
Mayence,  G^.,  545-  *MaytVlUe,  Ky.,  30, 
P.  39»  a33-5.  SO't  590-  *M«yvUla,  N.  Y., 
ao6,  aaj,  48S,  587.  Maainan,  J?«».,  571. 
•MtedvlUe,  Pa.,  779-  Meaford,  Ont„  316. 
Keehaalctlrari^,  Pa.,779.  Mechanicsville, 
Md,  376.  BCaehftiiiesvlUe,  N.  Y.,  190, 
i9t.  MaobuilcsTiUe,  Pa.,  341.  *MedU, 
Pa.,  390.  Medina,  Kan.,  485-  Medlnft, 
N.  Y.,  217,  aaa.  •Medlnft,  O.,  501*  785- 
Medina,  Otd.,  zzz.  Hodford,  Ms.,  516, 
768.  Mdningen,  Gtr.^  ssa.  Melboonie, 
Oirf.,  331.  Melbourne,  Viet,^  559-66,  570, 
6sa,  654,  695-6,  706,  793.  Me]petaa,  Cal., 
490.  Mdton  Mowbray,  Eng.^  547.  *BCam- 
pUt,  Tenn.,  6a8,  633,  654,  670,  783.  Mend- 
ham,  N.  J.,  173-  Mendota,  IlL,  479- 
MmnVimiMW,  Wis.,  787.  Meningie,  ^. 
ilM.,  56a  Menio  Park,  Cal.,  49s.  Mentor, 
O.,  785.  nCaroer,  Pa.,  779.  Merchant- 
ville,  N.  J.,  390.  BCerldan,  Ct.,  n,  38,  31, 
no,  128,  i33-5f  »37-8f  «49.  «9»»  a5o»»  377» 
510,  5S1,  610,  769.  Meredith,  ViU,,  559. 
MerioB  Square,  Pa.,  389.  Merioneth,  Eng.^ 
645.  Kaniek,  Ms.,  768.  Merrick  (L.  I.), 
N.  Y.,  153.  Merrimac,  Ma.,  768.  Merritt- 
rilk,  N.  J.,  171.  Merv,  /?«t.,  57a  Meshed, 
Ptr.f  570-1.  Meshoppeo,  Pa.,  3a,  319. 
Metcalfe,  Oni. ,  327.  Metegban,  N.  S. ,  383-4. 
Metocben,  N.  J.,  167,  377.  Metz,  (;#r., 
S99-  Mexico,  Mex.^  790W  Mexico,  Pa., 
244.  Meyendale,  Pa.,  244.  Mianus,  Ct., 
248.  *Middlelniry,  Vt.,  197,  578-9.  Mid- 
dle Fmge,  N.  J.,  170.  MIddleport,  N. 
v.,  217.  Middleport,  Pa.,  34a.  Middlesex, 
Vl,  578.  •Middletown,  Ct.,  769.  Mld- 
dtetoira,  Ind.,  236.  Middletown,  la.,  484* 
48s,  486.  Middletown,  N.  Y.,  198,  340, 
498.  587.  77*-  Middletown,  O..  785. 
VUUletown,  Pa.,  345.  3S(t  496.  Middle- 
toira,.R.  1.,  108,  581.  Middle^ine,  M.  J., 
rfa,  Midway,  Va.,  349,  495.  MifiKn,  Pa., 
S44,  498-  Milan,  //.,  55a,  793.  Mlltord, 
Ct,  110,  134,  13S,  140,  143,  349.  Milford, 
Eh,  546.  Milford,  Ms.,  768.  Milford, 
N.  H.,  579,  766.  vMUford,  Pa.,  164.  198. 
^»  SS7.  779-  MiUbank,  Oni.,  335*  MHl- 
brae,  Cal.,  492^.  Millbrldge,  Me.,  374. 
Mimmm,  N.  J.,  16a,  164,  i73>  <7S*    Mill- 

btny,  Ms.,  ro9,  768.  MiD  City,  Nev.,  476^ 
MUl  Creek,  Pa.,  38^  MiUerflbnrff,  Ky., 
333.  MUler't  Falls,  Ms.,  768.  Miller's 
Station,  Ind.,  479.  Millerstown,  Pa.,  385. 
MillenviUe,  Pa.,  779.  MiUerton.  N.  Y., 
188.  Mill  Grove,  N.  Y.,  217.  Millhaven, 
Ont.y  325.  MUltown,  Me.,  366.  MiU  Vil- 
lage,  N.  S.,  393.  MillYiUe,  Ms.,  109. 
MUlTllle,  N.  J.,  390.  520,  777.  Millwood, 
Pa.,  494.  Milton,  Ms.,  39,  102,  517,  768. 
MUton,  N.  H.,  577.  Mihon,  N.  Y.,  172. 
Milton,  Vt.,  500.  Milton  Falls,  N.  H.,  577. 
Milton  Lower  Falk,  Ms.,  58, 106, 109.  •Mil- 
wankee,  Wis.,  259.  487,  501,  5«9,  5*4,  595, 
628, 643, 787  Mine  La  Motto,  Mo.,  787. 
Mineola  (L.  I.),  N.  Y.,  151,  153.  •Minne- 
apolis. Minn.,  324,  53©,  595»  6a8,  787. 
Miramarc,  Aust.t  553.  Mirfield,  £m^.,  79a. 
Mishawaka,  Ind.,  479.  Mitchell,  Otd,, 
ao4,  3»3,  3M,  3«7,  3*4,  S3a-  Mittagong, 
N.  S.  H^.t  561,  564-6.  Mittineague,  Ms., 
lao,  133-3.  *MdUle,  Ala.,  a.  Moline, 
in.,  479.  4891  7*7.  Monclon,  N.  B.,  598. 
Monmouth,  Eng.,  539.  •Moomoath,  IlL, 
787.  *Monmoutii,  Or.,  78^.  Mono  Cen- 
ter, Oni.,  316.  Monroe,  N.  J.«  163.  Mon^ 
roeville,  O.,  488.  Monson,  Me.,  574. 
Montauk  (L.  I.),  N.  Y.,  155.  Montelair, 
N.  J.,  160-2,  167, 777.  Monterey,  CaL,  49o> 
492,494.  Monterey,  Ms.,  488.  Monterey, 
Pa.,  385.  •Montgomery,  Ala.,  610,  637, 
670,  707>  783-  Montgomery,  N.  Y.,  198. 
MdntioeUo,  N.  Y.,  510.  Monticeilo,  Va., 
351.  Montinagny,  Que.,  328.  Montowese, 
Ct.,  133.  >49-  •Montpelier,  Vt.,  500, 
578.  Montpellier,  Fr.,  481,  699.  Montreal, 
One.,  18s,  187,  293,  326-8,  330-1,  333,  500, 
S^,  575»  578,  59*»  598,  634-5,  646,  669,  790. 
•Montrote,  Pa.,  594,  779.  Montville,  Me., 
574-  Monument,  CoL,  477-  Moolap,  ^at/., 
559.  Moonambel,  Viei.,  566.  Mooree- 
town,  N.  J.,  177.8,  3901  Sa«»  5a»i  777- 
Mooresrille,  Ind.,  235.  Mooresville,  Pa., 
343.  Moose  River  Plantation,  Me.,  574. 
Morecambe,  Bug.,  645.  Morehouseville, 
N.  Y.,  211.  Moretown,  Vt.,  578.  Morges, 
SwitM.,  545.  Morpeth,  Om(.,  310,  315. 
Morris,  Ct.,  142.  MoRlaania,  N.  Y.,  96. 
•Monlttown,  N.  J.,  30, 84,  163-4, 173,  «75i 
333,  5o»,  610,  777.  Mortlake,  Eng.,  646, 
793.  Mortlake,  Far^.,  55941.  Moscow,  la., 
479.  Moscow,  Eta.,  79s.  Mosholu,  N.  Y., 
78.    Mott  Haven,  N.  Y.,  73.    Moontaln 

xlviii        TEN  THOUSAND  MILES  ON  A  BICYCLE. 

Ytow,  GaL,  49*-  Mountain  View,  N.  J., 
165,  i69-7<x  Ml  Carbon,  Pa.,  34a.  Mt.  Car- 
mel,  Ct,  134-5,  a49i  486,  581.  *Ht.  G«r- 
ooel,  III,  486,  787.  Mt.  Crawfonl,  Va., 
346.  Mt.  Dewrt,  Me.,  130,  274.7,  279,  aSt, 
511*13,  515,  573.  Mt  Eden,  Cal.,  493.  Ml 
Eden,  Ky.,  336,  Mt.  Ephraim,  N.  J.,  390, 
Saa.  Ml  Forest,  (?«/.,  316.  Mt.  Gambler, 
Vid,,  560.  Ml  Hermon,  N.  J.,  164.  Mt. 
HoUy,  N.  J.,  777.  ML  Hope,  N.  J.,  164. 
Ml  Hope,  Ont.,  332.  Mt.  Jacksoa,  Va., 
346,348,  3Sa-3-  Mt.  Joy,  Pa.,  496.  Mt. 
KSftko,  N.  v.,  76, 187.  Mt.  MorrU,  N.  V., 
58,  213.  Mt.  Pleannt,  Pa.,  339,  779.  Mt. 
Pttlatkl,  lU.,  485.  Ml  Sl  Vincent,  N.  Y., 
78,  80.  Ml  Salem,  OtU.^  331.  ML  Sidney, 
Va.,  346,  J5i^  486.  Ml  Stewart,  P,  E.  /., 
290-1.  Ml  Uniacke,  AT.  S.,  287.  Mt. 
y«mon,  N.  Y.,  79,  138,  583,  77a.  Mt. 
Yenum,  O.,  501,  785.  Ml  Vemon,  Ofit.t 
3 1 7.  Ml  Vemon,  Va.,  376.  Ml  Washing- 
ton, Ky.,  236.  Much  Wenlock,  Eh^.,  792. 
MulUca  Hill,  N.  J.,  390.  Mumford,  N.  Y., 
222.  Mundarloo,  A^.  S.  IV.,  564.  Munich, 
Gcr.,  481,  651,  697.  Murdiison,  j^ic/.,  56a. 
Murphy's  Comers,  Oni.,  33a.  Murray, 
N.  Y.,  222.  Muatapha  Pasha,  Tur.,  48a. 
Myerttown,  Pa.,  343,  610,  779. 

Nagasaki, /iit^.,  57a.  Nancy,  Fr.y  139,  480, 
545.  Nanuet,  N.  Y.,  586.  *Napa,  Cal.,  49a 
Napanee,  Ont.^  319-22,  324-5»  S<^'  Napar- 
vllle.  111.,  479.  Napier,  AT.  Z.,  568.  Naples, 
/'•,  5S«-a,  •<»•  •Napoleon,  O.,  479-  Nar- 
racoorte,  Vict.,  560.  nVaahna,  N.  H.,  128, 
i37»  S«>»  507-8,  575.  627,  6431  766.  •Nash- 
ville,  Tenn.,  231,  352,  500,  595,  597,  783- 
Nauaa,  N.  Y.,  479-  Natlck,  Ms.,  m-ia, 
114,  ao8.  Natural  Bridge,  Va.,  348-51,  525, 
610,  782.  Nansataek,  Cl,  141,  582.  Na- 
venby,  ^»i^r-»  539-  Navoo,  C7j»/.,  332.  Kaiap 
reth.  Pa.,  779.  Needham,  Ms.,  29,  33, 768. 
Neenah,  Wis.,  787.  Negannee,  Mich.,  785. 
Nenagh,  Ire.,  546.  Nevis,  N.  Y.,  196.  ♦New 
Albany,  Ind.,  235,  486,  595.  New  Albion, 
N.  v.,  223.  New  Almaden,  Cal,  789.  New- 
ark, Eh^.,  539-41.  •Newark,  N.  J.,  29-33, 
S(-3i  55*  58,  82,  84,  121,  156,  159-60,  i62-4> 
166-70,  172,  174-5,  177,  207,  220,  317,  37a, 
387*8,  501,  509-10,  583-4,  587-91  6io,  632,  654, 
669,  711-12,  777.  *Newark,  O.,  785.  New 
Baden,  lU..  485.  New  Brighton  (S.  I.),  N.  Y., 
32, 156.  NewBiitaia,  Cl,  za8,  134, 136-8, 
t4a,  »45.  U9.  «5o,  377.   S8i-»,  770.     •Now 

Bnmswlek,  N.  J.,  167,  172,  34a.  377.  499. 
777-  Newburg,  Ind.,  237.  •Newbnrgli, 
N.  v.,  74,  lai,  146, 171,  194,  197,  340,  498, 
582,  610,  702,  772.  Newbury,  £/^.,  s^. 
•Newbnryport,  Ms.,  101-2,  512,  518.  New 
Castk,  Ala.,  783.  Newcastle,  CaL.  476. 
Newcastle,  Del,  52a.  Newcastle,  £ng., 
599, 642, 644, 646-7.  •New  Castle,  Ind.,  S36, 
786.  Newcastle,  Oni.^  319-M,  325-  •New 
Castle,  Pa.,  779.  Newcastle-on-Tyne,  ^Kip., 
554. 646, 687-8, 79a.  New  ConeoiHA,  O.,  245, 
485.  New  Dorp  (S.  I.),  N.  Y.,  158.  N«w- 
fieU,  N.  J.,  522.  Newfoundland,  N.  J. ,  6ie, 
777.  New  Hartford,  Ct.,  143-5-  •New 
Haven,  Cl,  12, 27,  30-3,  50,  54, 61, 99, 113, 

127-8,  132-6,  138-40,  14a,  144-5.  «48-9,  «5>. 
171,  246,  249-50,  377-8,  391.  394,  398-9.  401, 
404,  435.  438,  464-5.  5o».  5«o-««.  532-3,  58i-a. 
993,  627,  643,  722,  770.    Newbaven,  Enf., 

480.  New  Haven,  Ky.,  229,  234.  New 
Holland,  Pa.,  486.  New  Hurfey,  N.  Y., 
19S.  Newington,  Cl,  136-7, 250.  New  Leb- 
anon, N.  Y.,  488.  New  Lenox,  Ms.,  14S. 
*New  London,  Cl,  3a,  85,  129-31,  14$, 
148,  150,  153,  581,  593,  597,  610.  New 
Longbach,  Atttt.,  481.  Newmarket,  Emf., 
539.  Newmarket,  Md.,  377.  Newmar- 
ket, Oni.,  316,  789.  New  Market,  Va., 
244,  346-8,  35».  381-3,  388,  495.  498.  New 
MUford.  CL,  142, 582,  77a  NewMilford, 
Pa.,  341.  •New  Orleans,  La.,  a,  140,  joo, 
sot,  527,  595,  597.  628,  654,  670,  783.  New 
Oxford,  Pa.,  351,  486,  495.  New  Palti,  N. 
Y.,  198.  New  Philadelphia,  Pa.,  34a.  New 
Plymouth,  N.  Z.,  568-9.  Newport,  Del.. 
3?2.  •Newport,  Ky.,  590,  784.  NewiKnrt, 
N.  H.,  500.  Newport,  Pa.,  496.  •New- 
port, R.  I.,  12,  24,  28,  3r-3, 37,  to8,  150,  516, 
523,  526,  581,  615-6,  625,  800.  Newport 
News,  Va.,  595.  Newportville,  Pa.,  377. 
New  Preston,  Ct.,  77a  New  SoehfiUe, 
N.  Y.,  91,  138,  247,  627,  772.  Newry,  Eng.^ 
792.  New  Sarum,  Oni.^  331.  New  Tacoma, 
Wash.,  788.  •Newton,  la.,  479-  Newton, 
Ms.,  31, 185,  517,  530.  631,  768.  •Newton. 
N.  J.,  777.  Newton  Comers,  N.  Y.,  211. 
Newton  Lower  Falls,  Ms.,  iii,  114.  New- 
tonvfne,  Ms.,  631.  Newtonville,  Ont.^  319, 
325.  Newtown,  Cl,  151,  58a.  Newtown  (L. 
L),  N. Y.,  58,  90.  Newtown,  Pa.,  345.  New 
Utrecht  (L.  L),  N.  Y.,  90.     NensaU,  5rrw., 

481.  •New  York  City,  N.  Y.,  a,  ii^  la, 
a5-6,  29.  3«-3.  38,  4a,  46-7,  5«,  53-4,64-6,  83. 



M.  87-9»,  94-7f  99.  «<»»  »o5.  «<»9i  "a-3. 
laS,  13a,  jjS,  150^,  166,  168,  171,  177,  183, 
1S7.  i8>90,  193,  197-3,  ao7, 109, 134, 438, 24*, 
346,  249,  a3»,  «S«.  264,  275,  a79»  »«8i  *96, 
998,  305,  308,  312,  3JO,  323,  331,  345,  350, 
353-6, 363-70,  37«»  374,  377-«i  384.  3881  39», 
399,402-4,  407,  427-38,  448-54,  458^,  464-6, 
469.  47a,  474,  4S1,  487,  494,  499-50',  S04,  5'Of 
5».  524,  569-70.  572i  582-8,  592-4,  597, 610-11, 
615.20, 625.%  643,  654-7,  659,  663,  667,  672, 
678,630,  63;,  700,  706,  708,  71T-2,  728,  730, 
733,  772-5.  779-    New  York  Mills,  N.  Y., 

336.  Nezmely, //'f(ii,,48i.  Niagara  Falls, 
N.  Y.,  v.,  12,  a8,  31,  50,  52,  55,  199,  202-4, 
214.216,  225,  232,  293,  296,  315,  317,  323-5, 
331,  333,  3S2,  4S8,  500-1,  582,  586,  593,  610, 
775.  Niantic,  Ct,  130.  Nicetown,  Pa.,377. 
Nfles,  N.  Y.,  223.  Nllas,  O.,  594,  785. 
Niacb,  Strv.,  481-2.  Ni»hapQor,  /Vr.,  571. 
Nissouri,  Ont.^  332.  Noank,  Ct.,  770. 
Nobksboro,  N.Y.,  211.  •Nobletville,  Ind., 
fas.  786.  Norfolk,  Ct.,  143-4,  700.  Nor- 
ftik,  Va.,  352,  782.  Normandy,  Ky.,  236. 
Norman's  Cross,  Eng.,  532,  539,  541,  553.4. 
*NorrlBtown,  Pa.,  389,  779.  N.  Adams, 
^'•i  193-4,  500,  700.  N.  AdeLiide,  S.  Aus,., 
5^  793.  N.  Amherst,  Ms.,  120.  North- 
uipion,  Eng.^  539,  792.    'Northampton, 

Ms.,  3»,  »M,  118-21,  127,  183,  191,324,  610, 
768.  N.  Aodover,  Ms.,  768.  N.  Anson, 
Me-i  574.  N.  Becket,  Ms.,  lai.  N.  Bend, 
Neb.,  478.  N.  Bbndford,  Ms.,  121,  ao8. 
Hofthboro,  Ms.,  29,  51,  103,  m,  113-4, 
117,  514-  Northbridge,  Ms.,  109.  N.  Cam- 
Wdge,  Ms.,  103.  N.  Canaan,  Ct.,  143.  N. 
Collins,  N.  Y.,  223.  N.  Conway,  N.  H., 
$76-7.  N.  Czeek,  N.  Y.,  21 1.  N.  Dighton, 
R.  I.,  581.  N.  Bast,  Md.,  782.  N.  East, 
^•,  3>3-  N.  Bast,  Pa.,  50,  205^,  371.  N. 
Easton,  Ms,,  581.  Northficld,  Ct.,  142. 
Horthfield,  Ms.,  517.  Northfidd,  N.  J., 
163,175.  Northfleld,  Vt.,  578.  N.  Fork, 
Ky..a33.  N.  Fork,  Va.,  382.  N.  Hadley, 
Ms.,  579.  N.  Hatfield,  Ms.,  31,  119,  182-3. 
H.  Haven.  Ct.,  133.5.  N.  Hoosick,  N.  Y., 
193.  N.  Lisbon,  N.  H.,  576.  N.  London, 
^H*  5J4, 543-  N.  Otseljc,  N.  Y.,  337.  N. 
Petersbuijr,  N.  Y.,  193.     N.  Pitcher,  N.  Y., 

337.  N.  Platte,  Neb.,  478,  489.  North- 
Port(L.  I.),  N.  Y.,  151.  158.  N.  Pownal, 
Vl,  193.  N.  F^ndol|>h,  Vt.,  578.  N. 
SbicUs,  Eng.f  645-6,  792.  N.  Turner,  Me., 
S74.    N.  Vallejo,  CaL,  49>-     Northville, 

N.  Y.,  Z55,  ail.  N.  Walpole,  Ms.,  107. 
N.  Walsham,  Eng.,  646.  N.  Weare,  N, 
H.,  500.  N.  Wilbraham,  Ms.,  no,  117. 
Norwalk,  Ct.,  13?,  143,  248,  657.  •Nor- 
walk,  O.,  48S,  785.  Norway,  Me.,  574. 
Norway,  Ont.,  319.  •Norwich,  Ct.,  129-30, 
5*)3»  770-  Norwich,  Eng.^  538-9,  683.  Nor- 
wich, N.  Y.,  151,  336.  Norwich,  O.,  245. 
Norwich,  Ont.^  332.  Norwood,  Ms.,  f07, 
376.  Norwood.  N.  Y.,  775.  Norval,  Ont.^ 
318.19.     Notre  Dame  du  Portage,  Qh*.^  329- 

30.  Nottingham,  Eng,,  539,  553,  646-7. 
Nukhab,  Ptr.,  571.  Nnnda,  N.  Y.,  214. 
Nyack,  N.  Y.,  30,  32,  51,  75,  80,  198,  586-7. 

Oakfield,  N.  Y.,  222.  Oak  Hall,  Ky., 
233.  Oakham,  .f#rf.,  539.  •Oakland.  Cal., 
475,  49O1  492-3,  789.  Oakland,  Ind.,  485. 
•Oakland,  Md.,  487.  Oakland.  N.  J.,  170. 
Oakvills,  Ct.,  142.  Oamaru,  N.  Z.,  794. 
Oberkirch,  C^r.,  481.  Oberlin.  O.,  501,  785. 
Ockham,  Eng.,  547.  Oconomowoc,  Wis., 
5or.  •Ogallala,  Neb.,  478,  489.  •Ogden, 
Utah,  475,  480,  788.  Ogdensburg,  N.  Y., 
48,  296,  298,  303,  317,  326,  333,  582,  594. 
Ohinemutu,  N.  Z.,  567.  Ojata,  Dak.,  788. 
Okehampton,  Eug.^  536,  554.  Old  Ham- 
burg, Ky.,  236.  Old  Lyme,  Ct.,  131.  Old 
Orchard  Beach,  Me.,  575.  Olean,  N.  Y., 
208,222-3,  775.  Olmstedville,  N.  Y.,211. 
•Omaha,  Neb.,  475,  47S,  480,  489,  628,  788. 
Onehunga,  iV.  Z.,  568.     Oneida,  N.  Y.,  28, 

31,  201-2,  20S,  212,  220,  336,  479.  Opem- 
gasse,  ..4m«/.,645.  Ophir,  Cal.,  476.  Oporto, 
Port.,  599.  Opunake,  N.  Z.,  569.  Oramel, 
N.  Y.,  217.    Oran,  N.  Y.,  336.      Orange, 

Ind.,  786.  Orange,  Ms.,  Z14,  579,  768. 
Orange,  N.  J.,  27,  29,  30,  33, 5i-:2,82, 161-4, 
174-5,  207, 220,  509,  584,  5S8-9,  610,  678,  711, 
777.  'Orange,  Va.,  348.  Orange  Valley, 
N.  J.,  777.  Orangeville,  Ont.,  316.  Oran- 
more,  /r#.,  645.  Oregon,  Pa.,  387.  Orillia, 
Ont.^  316.  Oriskany,  N.  Y.,  aoi,  210.  •Or- 
lando, Flor.^  783.  Orleans,  Fr.,  558.  Oro- 
no,  Me.,515.  Orrville.O.,  785.  Orwell,<9«/., 
331.  Orwigsburg,  Pa.,  342,  49S,  779.  Oshawa, 
OiU.^  319.  •Oshkosh,  Wis.,  787.  *Oska- 
loosa,  la.,  643,  787.  Osprey,  OhL,  318. 
•Ossipec,  N.  H.,  575-7.  Ostend,  Bel.^  522, 
551,  599.    Oswego,   111.,  479.    •Oswego, 

Kan.,  788.  'Oswego,  N.  Y.,  219,  333,  775. 
Otego,  N.  Y.,  775.  Otis,  Ms.,  121,  479. 
OtisviUe,  N.  Y.,  340.  'Ottawa,  Kan.,  788. 
Ottawa,  Ont.f  31a,  327-3',  635,  789.    •Otter- 



▼ille,  Mo.,  435-6.  *Ottiimwa,  la.,  673, 
787.  Overbrook,  Pa.,  389-90.  Ovid,  Mich., 
687,  785.  *Owen8boro,  Ky.,  590,  784. 
OwoiSO,  Mich.,  785.  Oxford,  Eng.y  533, 
539.  5M.  646.  Oxford,  Md.,  486,  593,  782. 
Oxford,  Pa.,  386,  388.  Oysler  Bay  (L.  I.), 
N.  Y.,  151. 

*Padnoah,  Ky.,  590,  784.  Pahiatau,  N. 
i?.,  56S.  Paignton,  Eng.^  551,  792.  Painted 
Post,  N.  Y.,  218.  Paisley,  Oni.,  315.  Pa- 
lenviUe,  N.  Y.,  188,  498.  Palermo,  Mc., 
574.  Paliside,  Nev.,  477.  Palmer,  Ms., 
no,  117,  128,  181,  20S,  479,  76S.  Palmyra, 
Ind.,  235.  Palmyra,  Pa.,  343.  Palo  Alto, 
Cal.,  49»-  Panama,  N.  Y.,  587.  •Paoli, 
Ind.,  235,  237-  Paol>»  Pa-.  378,  388-9.  Par- 
adise,  Pa.,  496-7.  Paradise,  R.  I.,  108. 
Paradox,  N.  Y.,  an.  Paris,  <Fr.,  2,  99,  280, 
403,  4o5.  426,  448,  458-9.  480,  545,  551.  558, 
586,611,645,651,  698-9,  792.  *Pari8,  111., 
485-6.  •Paris,  Ky.,  233.5,  •PaariB,  Me., 
5«5»  765.  Paris,  0«/.,  317,  325,  332.  Park- 
rille  (L.  I.),  N.  Y.,  775.  Parrsboro*,  A^.  5"., 
289.  Parsippany,  N.  J.,  163,  207.  PassalC, 
N.  J.,  169,  777.  Patchogue  (L.  I.),  N.  Y., 
»So.  »53-5.  •Paterson,  N.  J.,  30,  33,  84,  164- 
70,  216,  588-9,  777.  Pau,  Fr.y  558,  651,  699, 
792.  Paulus  Hook,  N.  J.,  168.  Pavilion, 
N.  Y.,  222.  Pawling,  N.  Y.,  188.  Paw- 
taclcet,  R.  I.,  106-9,  580-1,  628,  769.  Pax- 
ton,  Ms.,  579.  Peconic,  N.  Y.,  775.  Pe- 
cowsic,  Ms.,  580.  Peekflkill,  N.  Y.,  194, 
627,  775.  Pekin,  Chi.,  570.  Pekin,  N.  Y., 
222.  Pelham,  N.  Y.,  247.  Pelton's  Cor- 
ners, Ont.,  33a.  Pemberton,  N.  J.,  777. 
Penfield,  Pa.,  610,  779.  Penacook,  N.  H., 
577.  Pennington,  N.  J.,  173.  Penrith, 
Eng.^  536.  Penryn,  Eng.^  646.  Penshurst, 
Vict.,  563.  Penzance,  Eng.,  554-5.  645. 
*Peoria,  III.,  489,  501,  787.  Peppercll,  Ms., 
128.  Pi^re  Marquette,  Ont.,  595.  Perry, 
Me.,  261.  Perry,  N.  Y.,  222.  Perrysburg, 
N.  Y.,223.  Perryaburg,  0.,479.  Perrys- 
ville.  Pa.,  372-3,  377.  Perryville,  Kan.,  485- 
6.  Perryville,  Ky.,  226-9.  Perryville,  N. 
Y.,  i88.  Perth,  Ont.,  327.  Perth,  Scot.,  536, 
556.  Perth,  Tas.,  563.  Perth  Amboy,  N. 
J-.  «5S,  158,  377.  777-  Peru,  Ms.,  121.  Pes- 
cara,  //.  ,552.  Pcsth ,  Hun.  ,551.  Petaluma, 
Cal,,  490,  789.  Peterboro,  Rng.,  538-9,  541, 
557-8.  Peterboro,  Ont.,  598.  Petcrsburjr,  N. 
v.,  193.  PetersburK,c?»/.,3i7.  •Petersburg, 
Va.,   351.     Petersfield,   Eng.,    544.     Peters- 

thai,  G*r.t  481.  Peterwardein,  Slav.,  481. 
Pfalzbing,  Gtr. ,  4S0.  Philadelphia,  N.  Y., 
334.  ^Philadelphia,  Pa.,  29-33,  158,  164, 
i68,  172-3,  175,  X77-S,  aao,  237,  242,244-5. 
258,  303,  351,  354,  372.  377-8.  388-9,  406, 
426,  434,  453-4,  457,  485,  487.  494.  496-5<». 
504,  521-2,  526,  530,  574,  577-8,  58'f  584-5. 
589,  593-4,  596,  605,  610,  61S-30,  624-8,  643, 
652,  654-5,  660,  674,  677-9,  686,  779-So.  Phil- 
ippopolis,  Roum.^  4S1.  Philipsburg,  Pa., 
341.  Phlllipsburg,  N.  J.,  173.  Pbcenida, 
N.  Y.,  49S.  Pickering,  Oni.,  317.  Picton, 
N.  S.  IV.,  565-6.  Pictou,  N.  6".,  289,  592. 
Piedmont,  O.,  487.  Piedmont,  Wyo.,  477. 
Piermont,  N.  Y.,  80-1,  586-7.  Pierrepont 
Manor,  N.  Y.,  335.  Pigeon  Cove,  Ms.,  512. 
Pike,  N.  Y.,  216.  Pike,  Omt.,  322.  Pim- 
lico,  Eng.,  645.  •Pine  Bluff,  Ark.,  610, 
783.  Pine  Bluff,  Wyo.,  478.  Pine  Brook, 
N.  J.,  84,  162-70,  207.  Pine  Grove,  Pa., 
498.  Pinneo,  Col.,  501.  Pinos  Altos,  N. 
Mex.,  788.  Piperaville,  Pa.,  497.  •Pipe- 
stone, Minn.,  787.  Pirot,  Serv.,  481.  Pisa, 
//.,  552.  Pitman  Grove,  N.  J.,  390.  •Pitts- 
burg, Pa.,  485.  495-6,  530.  587.  594-6, 
672,  780.  •Pittflfield,  Ms.,  iia,  X2I,  126, 
144, 148,  170,  188,  197,  500,  700,  768.  Pitts- 
field,  N.  H.,  577.  Pittsford.  Vt..  579. 
PtttSton,  Pa.,  30,  32,  341.  Pittstown, 
N.  Y.,  193,  219,  220.  Plainfield,  N.  J., 
164,  172,  177,  388,  777.  Plalnville,  Ct., 
137,  142,  145,  250,  582.  Piano,  HI.,  479. 
Plantagenet,  Que.,  328.  Planisville,  Ct., 
250,  770.  •Plattsburg.  N.  Y.,  x86,  an, 
775.  •Plattsmouth,  Neb.,  478.  Pleasant 
Comers,  Pa.,  34a.  Pleasant  Gap,  Mo.,  787. 
Pleasant  Hill,  Ky.,  226.  Pleasant  Valley, 
N.  J.,  32.  Pleasant  Valley,  Pa.,  341. 
Pleasantville,  N.  Y.,  96, 187.  •Plum  Creek, 
Neb. ,  478,  480,  489.  Plymouth,  Eng. ,  645-6. 
•Plymouth,  Ind.,  786.  •Plymouth,  Ms., 
112.  •Plymouth,  N.  H.,  576.7.  "  Podunk." 
607.  Point  Claire,  Que.,  328.  Point  Fort- 
une, Qne.,  328.  Point  Levi,  Q*u.,  330,  575. 
Point  of  Bocks,  Md.,  51,  241-2.  Pomp, 
ton,  N.  J.,  30,  164-70.  Pont-a-Mousson,/V., 
139.  Pontoise,  Fr.,  558.  Pontook  Falls, 
Me.,  576.  Pontypridd,  Eng.,  683,  79a. 
Poplar  Hill,  ^«/.,  332.  Poplar  Springs, 
Md.,  349.  Portage,  N.  Y.,  30,  214-7,  222, 
5S2.  Port  Arthur,  bnt.,  789.  Port  BurweD, 
Qnt.y  331.  Port  Carbon,  Pa.,  342.  Port 
Chester,  N.  Y.,  54, 73, 75.  79. 9«,  «39f  a47-», 



sS2,  587.  Port  CItDton,  Pa.,  299,  343.  Port 
Deposit,  Md.,  372-3,  377.  Port  Dickinson, 
N.  Y.,  338.  Port  Dover,  OfU.^  33a.  Port 
Kliiabeih,  ^.  A/.,  696.  Port  Elgin,  Out., 
304, 3»5. 33»p 340,  789-  Port  Hastings, N.  S., 
289.  Port  Hawkesbury,  JV.  S.,  289-90. 
Fori  Henry,  N.  Y.,  211,  775.  Port  Hope, 
Out. ,  3 19,  324-5,  530.  ♦Port  Huron,  Mich. , 
J3a>  595.  Port  Jefferson  (L.  I.),  N.  Y., 
15a.  Port  Jerrls,  N.  Y.,  28,  31,  46,  189, 
198, 207, 219, 296,  298-9,  305,  307-8,  340,378, 
497.  5<»»  5'o»  582,  587,  610,  77$.  Port  Kent, 
N.  Y.,  211.  Portland,  Ky.,  235.  •Port- 
land, Me.,  Ill,  257-60,  268,  273-5,  279-80, 
503.  5»5-6.  573-5.  592»  594,  59*,  610,  616,  627, 
766.  Portlsnd,  N.  Y.,  206,  775.  Port- 
land, Or.,  492,  788.  Portland,  Pa.,  164. 
Port  Latour,  JV.  S.,  288.  Port  Mulgrave, 
.v.  S.,  289.  Port  Republic,  Va.,  347-8. 
Port  mclmiond  (S.  I.),  N.  Y.,  84,  156-S. 
Port  Rush,  /re.f  499.  Port  Ryerse,  Oni., 
332.  Portsmouth,  Eng-.,  539,  547,  636,  645, 
647,  792.  *Portsmoutb,  N.  H.,  12,  29,  31, 
33,  IOI-2,  112,  19a,  334,  500,  506-7,  512,  516, 
575.  577i  6>o»  7^-  •Portsmouth,  O.,  785. 
Povtsmooth,  Ow/.,  325.  Port  Stanley,  6>m/., 
33f.  Portyille,  N.  Y.,  223.  Potter,  Neb., 
478.  Potteraville,  N.  Y.,2ii.  PottStown. 
Pa-,  351,  484,  486,  578,  780.  •Pottsvllle, 
Pa.,  296,  342,  498,  780.  *PoughkeepBie, 
N.  Y.,  29,  31-3,  99.  "X,  .M»-3.  M6-7,  i7»-2, 
188,  194-S,  404.  498,  5»o.  5»3.  582,  775. 
Powell's  Gap,  Va.,  348.  Prague,  Attst., 
55*.  697-  Preea,  Ertg:,  536.  Prescott,  ^«/., 
296-8,  301,  3»7,  326-7.  Pressburg,  /fun,f 
481,  55t.  Preston,  Erig^.,  536-7,  556,  645. 
•Preston,  Minn.,  787.  Preston,  O.,  785. 
Preston,  On/.,  317.  Priest's,  Cal.,  491. 
•Princeton,  I]L,  479,  4S9,  787.  •Prince- 
ton, Ky.,  784.  Princeton,  Ms.,  610,  768. 
Prlnoeton,  N.  J.,  377,  434, 777.  Princeton, 
Om/.,  324.  Proctor,  Vt.,  579.  Profile  House, 
N.  H.,  577.  Promontory,  Utah,  477. 
Prompton,  Pa.,  339.  Prospect,  Ber.,  361. 
Prospect,  Ind.,  235.  Prospect,  N.  Y., 
2iow  Provins,  Er.,  480.  Providence,  Ind., 
235.  •ProTidence,  R.  I.,  12,  85, 104-9,378, 
5»3.  58'.  593.  597.  607,  628,  643,  769.  Pugh- 
town.  Pa.,  496.  Puhoi,  y.  Z.,  567.  Pn- 
ImU,  Pa.,  335-  Punxsutawney.  Pa.,  6x0, 
7«o.  Purcellville,  Va.,  497-  Putney,  Vt., 
»9.  5».  "9»  «82-3,  191. 
Quakertown,  N.  J.,  522.    Quarry,  Utah, 

477.  Quebec,  Qtu. ,  293,  297-8, 327-33,  574-5, 
578,  59a.  598.  Queenscliffe,  Kit/,,  560. 
QueensvilJe,  Oni.,  316.  Quincy,  Ms.,  106, 
109.    Quogve  (L.  I.),  N.  Y.,  154-5. 

Rahway,  N.  J.,  158,  167,  172,  678,  778. 
Ramseys,  N.  J.,  169.,  Rainsgnle,  Eng-.,  599. 
Randall  Bridge  Corner,  N.  Y.,  22.1.  Ran- 
dolph, N.  Y.,  215,  223,  775.  *Bawlins. 
Wyo.,  475,  478,  480.  *RaTenna.  O.,  785. 
Bavenswood  (L.  1.),  N.  Y.,  91.  Raymer- 
town,  N.  Y.,  193.  Ray*s  Hill,  Pa.,  485. 
Beading,  Ms.,  768.  Beading.  Pa.,  242, 
296, 299,  302-3,  342-3,  387,  389,  522, 578,  596, 
780.  Readville,  Ms.,  27.  Reamstown,  Pa., 
387.  Bed  Baak^  N.  J.,  778.  Redburn, 
^V-.  539-  Redding,  Ct,  138.  Redditch, 
Efigr.i  646,  79a.  Redfern,  N.  S.  W.,  ^65, 
696,  793.  Bed  Hook,  N.  Y.,  196.  «Bed- 
wood  City,  Cal.,  492.  Reilly's  Crossing, 
^w.,328.  Beistertown,  Md.,377.  Relay, 
Md.,  377.  *Beno,  Nev.,  476-7,  492.  Rens- 
selaer Falls,  N.  v.,  334.  Beynoldsburg, 
O.,  245,  485.  Rezonviile,  ^r.,  599.  Bbine- 
beck,  N.  Y.,  29,  194-6,  198,  378,  495. 
Riccly,  EKg.,  539.  Blchmond,  Ind.,  488, 
786.  *Blchmond  (S.  I.),  N.  Y..  157.  Rich- 
mond, OnL,  327,  332.  Bichmond,  Va.,  228, 
347,  35>-2,  593,  628,  7S2.  Richmond  Hill(L. 
1.).  N.  Y.,  775.  Richviile,  N.  Y.,  334- 
Ridgefield,  Ct.,  138.  Ridgefield,  N.  J.,  30, 
84,  165-6,  168,  778.  Ridpevi'le,  Md.,  377. 
Ridgeville,  O.,  479.  *Bidgway,  Pa.,  780. 
Rigaud,  ^f<^.,  328.  Rimini, //.,  552.  Rim- 
ouski,  Que.f  329-30.  Ripley,  Eng.f  537. 
Ripton,  Vt.,  578.  Riverdale,  111.,  519.  Riv- 
erdale,  N.  Y.,  80.  Blverhead(L.  I.).  N.  Y., 
31,  150,  152-5,  775-  Riversdale,  (?«/.,  315. 
Biverside,  Cal.,  491,  789.  Riverside,  N. 
Y.,  211.  Riverside,  Va.,  350.  Riverton, 
Ct.,  144,  770.  Riviire  Quelle,  Qiu-^  328, 
330,  Roach's  Point,  <?«/.,  316.  «Bouioke, 
Va.,  350.  Robbin&ton,  Me.,  261-3,  265-7, 
274,  279.  Robesonia,  Pa.,  343.  Bochester, 
N.  H.,  577-8,  610,  766.  •Bochester,  N.  Y., 
12,  198,  202,  215-7,  222,  320,  333.488,  501, 
594,  775-  Bockaway,  N.  J.,  163,  170,  207. 
Rock  Creek,  Wyo.,  478.  Rock  Enon 
Springs,  Va.,  495-7.  Bockford,  111.,  787. 
Rock  Glen,  N.  Y.,  222.  •Bock  Island,  111., 
475,  478-9.  489.  595-  'Bockland,  Me.,  279, 
5»5.  574-  Rockland  Lake,  N.  Y.,  775.  Rock- 
lin,  Cal.,  476.  Bock  Springs,  Wyo.,  477, 
643,  788.    Bockville,  Ct,  77a    Rockville, 



Vau,  347,  376.  Roggen,  Col.,  501.  Rome, 
lU.,  4S3.  Rome,  //.,  a,  427,  55a,  600,  Tbo, 
713.  Borne,  N.  Y.,  201,  20S,  210-11,  336, 
594i  776.  Romford,  Eng.^  792.  'KoillXiey, 
W.  Va.,  345.  Bondout,  N.  Y.,  340.  Ron- 
nebuTg,  Gtr,^  552.  Roselle,  N.  J.,  158,  778. 
RoMville,  N.  J.p  509.  Boslyn  (L.  I.),  N. 
Y.,  91, 151.  Rothenburg,  C^r.,  481.  Rother- 
ham,  N.  Z.,  569.  Rothrocksville,  Pa.,  387. 
Rotterdam,  Ht^.^  553,  599.  Rouen,  /V., 
480,  69S.  Round  Lake,  N.  Y.,  378.  Round 
Plains,  Ont.^  332.  Rowley,  Ms.,  29,  31, 
ioi«2.  Roxbury,  Ct.,  142.  Boxbnry,  Ms., 
109,  114,  76S.  Royalton,  Vt.,  578^.  Roy- 
erville,  Md.,  4S6.  Royston,  Eng.^  541. 
Ruggles,  O.,  785.  *BiishTiU6,  Ind.,  62S, 
786.  Rushworth,  K/r/.,  566.  Russell,  Ms., 
121,  aoS.  BuBSi&vllle,  Ind.,  786.  Ruthcr. 
ford,  N.  J.,  166-7,  778.  •Batland.  Vi.,  u, 
a9»  3»f  »»9.  »84-5.  i9'-a.  «94»  578-9.  594,  610, 
627, 766.  Rutledge,  N.  Y.,  223.  Ryckman*s 
Corners,  C?*/.,  332.  Bye,  N.  Y.,  247.  Rye 
Beach,  N.  H.,  512.  Rye  Patch,  Nev.,  476. 
Saalfeld,  Gtr.,  552.  Sabbath  Day  Point, 
N.  Y.,  186,  211.  Sackville,  N.  B.,  790W 
•8mo,  Me.,  575.  '"Saonunento,  Cal.,  476, 
491.  Sadieville,  Ky.,  31,  51,  226.  *8age> 
Tille,  N.  Y.,  211.  St.  Albans,  Eng.^  539, 
553.  St.  Albans.  Vt.,  500,  766.  St.  Andre, 
Q^'i  330.  St.  Andrews,  A^.  A,  274.  St. 
Andrew's,  N.  Y.,  196.  St.  Anne's,  Que,^ 
326-8,  330,  575.  St.  Armand,  Que.,  500.  St. 
Catherine's,  Ont.^  324,  326,  634-5.  •St. 
Charles,  Mo.,  525.  St.  Charles,  Oni.^  322. 
•St  ClairsviUe,  O.,  345.  'St.  Cloud, 
Minn.,  610,  787.  St.  Cloud,  N.  J.,  163.4.  St. 
.  Come,  Que.^  575.  St.  Fabian,  Que.^  329.  St. 
Flavie,  Que.^  329.  St.  Foy,  Qtte.^  330. 
St.  Gallen,  Swiiz.y  792.  St.  George,  Que.^ 
575.  St.  George's,  Ber.,  353,  355.  359,  362, 
610,  790.  St.  Gothard,  Swifs.,  552.  St. 
Helena,  Cal.,  490.  St.  Helens,  Eng.,  558. 
St.  Heliers,  Eng.,  792.  St.  Henry,  (7«r., 
575.  St.  Ives,  Ettg.,  539.  St.  Jean  Port, 
Que.,  330.  St.  John,  AT,  A,  274,  282,  293, 
635.  790-  St.  John,  OfU.t  3«2»  3M-  'St. 
Johns,  Mich.,  785.  St.  Johns,  Que.,  500. 
•St  Johnsbury,  Vt.,  1S4,  192.  St  Johns- 
ville,  N.  Y.,  200,  2o3.  St.  Joseph,  Que., 
574-5.  •St  Joseph,  Mo.,  595,  7S7.  St. 
Joseph's,  Ont.f  327-8.  St.  Lambert,  Que., 
SCO.  St  LouSs,  Mich.,  785.  St  Louis, 
Mo.,  a43f  3a«-3»  43*1  48S-7»  5o«,  S^S,  5*9. 

S75.  594-5.  6*7-8,  63a,  643,  652,  654,  671-2, 
677.  679,  787.  St  Luce,  Que.,  329.  St 
Maiy'S,  Kan.,  788.  Sl  Mary's,  Omt.,  331-s, 
789.  Sl.  Matthew's,  Ky.,  236.  St.  Neotts, 
Eng,  539,  541.  •St  Paul,  Minn.,  486^, 
595.  627,  7S8.  St.  Peters,  C.  B.,  289.  Sl 
Peters,  P.  iE.  /.,  291.  St.  Petersburg,  Xms., 
2.  St.  Pierre,  Que.,  330.  St.  ILoch,  Que., 
330.  Sl  Simon,  Que.,  329.  St.  Stephen, 
//.  B.,  265-6.  St.  Thomas,  Ofti,,  301,  312, 
3«4-5.  3*9.  3301.  634-5,  783.  St  Valier. 
Que.,  330.  Salamanca,  N.  Y.,  206,  223. 
•Salem,  Ind.,  235.  *Salem,  Ms.,  16,  29, 
31,  101-2,  112,  512,  529,  673,  768.  •Salenu 
N.  J.,  390,  52«.  'Salem,  N.  Y.,  193. 
•Salem,  Or.,  78S.  •Salem.  Va.,  34S.  Sal- 
Cord,  E//g.,  543,  792.  •Salinas,  Cal.,  490, 
494.  Salisbury,  Ct,  147,  700.  Salisbury, 
Eng.f  539,  645.  Salmon  Falls,  N.  H.,  766. 
Salmon  River,  AT.  S.,  283.  Salop,  Eng., 
645.  *Salt  Lake  City,  Utah,  788.  Salt- 
ville,  N.  Y.,  222.  Samarkand,  Eta.,  570W 
Sandhurst,  Tir/.,  562-3,  566, 612,  793.  *San- 
dusky.O.,  595.  Sandwich,  111, 479.  Sandy 
Creek,  N.  Y.,  335-  Sandy  HiU.  N.Y.,  189. 
Sandy  Sprinf ,  Md.,  376.  San  Felipe,  CaL, 
489.    •San  Francisco,  Cal.,  2,  48,  204, 397. 

43 «.  473-5,  480,  489,  492-3.  499.  57©,  57».  595. 

625, 627-8,  632,  661,  672,  789.  *San  Jose, 
Cal.,  489-94.  789-  San  Juan,  Cal.,  490. 
San  Lorenzo,  Cal.,  490,  493.  •San  Lnls 
Obispo,  Cal.,  7S9.'  San  Pablo,  Cal.,  475. 
•San  Bafael,  Cal.,  490-  Santa  Clara,  Cal., 
491-2.  *Santa  Cruz,  Cal.,  490-2.  •Santa 
Fe,  N.  Mex.,  594.  •Santa  Boca,  Cal.,  490. 
Santee  Agency,  Neb.,  78S.  Saratoga,  N. 
Y.,  186,  192-3,  197-8,  20S,  211,  378,  497,  5^3, 
578,  627,  776.  Sardinia,  N.  Y.,  222.  Saren- 
grad,  Slav.,  481.  Saniia,  On^.,  332.  Sas- 
seraw,  /nd.,  572.  Saugatuck,  Ct.,  138-9. 
Saumur,  ^r.,  645.  Saunders  ville,  Ms.,  109. 
•Sayannah,  Ga.,  292,  592.  Savemc,  Ger., 
481.  Savin  Rock,Ct.,  138, 400, 40a.  Saybrook, 
Ct,  13a.  Sayre,  Pa,,  780.  Sayville  (L.  I.), 
N.  Y.,  12,  51,  54,  150,  152-3.  Scarboro*, 
Eng.,  792.  Scarboro',  Oni.,  316.  Schells- 
burg.  Pa.,  485.  •Schenectady,  N.  Y.,  9, 
12,  28,  32-3,  199-202,  2o3,  479,  48S,  610,  776^ 
Schenevua,  N.  Y.,  776.  Schodack,  N.  Y., 
29,  51,  190,  342,  510,  552.  Schuylersville,  N. 
Y.,  74, 186, 190,  192,  246,  610,  776.  Sehnyl- 
kill  Haven,  Pa.,  498.  Scio,  N.  Y.,  ny 
Sciota,  Pa.,  341.    Scotch  Plains,  N.  J.,  17a. 



Scotland,  Ont.^  332.  Scott  Haven,  Pa.,  78a 
*8enntQn,  Pa.,  340,  501,  610,  780.  Sea- 
bright,  N.  J.,  778.  Seabrook,  N.  H.,  103. 
Sealorth,  OnL^  3i3f  3>5t  324»  333-  Seal 
Harbor,  Me.,  276-7.  Seaisport,  Me.,  574. 
•Baaittte.  Wash.,  78S.  SebriDgville,  Ont., 
317.  Seiitan,  Ptr.y  571.  Selkirk,  ScoL^  556^ 
Semendria,  Serv.,,  43 1.  Semon's  Cap,  Va., 
348.  Senate,  N.  Y.,  208,21a.  Seneca  Falls, 
N.  Y.,  2o3,  213,  776.  Sennen,  Eng.^  555. 
Serra  Capriola,  //.,  55a.  Setauket  (L.  l.)» 
N.  Y.,  15s.  Sevenoaks,  Eng.^  645.  *Sew- 
ard.  Neb.,  485-6.  Sewlckley,  Pa.,  780. 
Beymonr,  Cl,  140.  Seymour,  Vict.^  564. 
Sezanne,  Fr.,  480.  Shady  Side,  N.  J.,  81, 
83.  Shaftesbury,  Emg.,  536.  Shakertt,  Ct., 
aSt.  Shakers,  Ky.,  226-7.  Shakers,  N.  Y., 
197.  Shakespeare,  OtU.^  316-7.  Shanghai, 
d/',  572.  Shap  Fells,  Eng.^  536.  Sharing- 
toD,  Qh».^  500.  Sharon,  Ct.,  143,  147. 
Sharon,  Ms.,  27,  to6,  109.  Sharon,  N.  Y., 
21$.  Sharon,  Ont.^  316.  Sharon  Springs, 
N.  Y.,  197,  378.  Sharood,  Per.^  571. 
Sharpaburg,  Md.,  384.  Sheakleyrille, 
Pa.,  780.  Shed's  Comers,  N.Y.,  337.  Shecr- 
nesswm-Sea,  Eng.^  645.  Sheffield,  Eng.^ 
S39tS57*792'  Sheffield,  111.,  479.  Sheffield, 
Ms.,  143-4,  i47i  579i  700.  Shefford,  EHg.^ 
646.  Shelburne,  N.  S.,  288.  Shelbume, 
Onf.,  316.  Shelby,  N.  Y..  222.  •Shelby- 
vUle,  Ind.,  786.  •Shelbyyllle,  Ky..  232, 
S3^7>  527-  Sheldon,  111.,  787-  Shellsburg, 
Pa-»  485. 497-3.  Shepherdstown,  w.  Va., 
aa4, 384, 610,782.  *Sheplierd8vllle,  Ky. ,  237. 
Slierbrooke,  Que.,  32S.  Sheridan,  N.  Y., 
393.  Shsrifabad,  Per.,  571.  Sherman,  Col., 
477.  Sherman,  N.  Y.,  587,  776.  Sherman 
Center,  N.  Y. ,  5S7.  Shippensbiirg,  Pa. ,  344. 
ShoemakersviUe,  Pa.,  343.  Shoreham,  Vt., 
579.  Short  Hills,  N.  J,,  30,  162-3,  »74. 
Shxeve,  O.,  785.  Shrewsbury,  Eng.,  539, 
554,64a.  Shrewsbury,  Ms.,  no,  113,  117, 
aoS,  514.  Shrewsbury,  N.  J.,  778.  'Sidney, 
Neb.,  478.  489.  Sidney,  ^.  5'.,  289.  •Sid- 
ney, O.,  501,  78s.  SUver  Creek,  N.  Y., 
50,  aoi-5,  322,  488,  610,  776.  Silver  Lake, 
N.  Y.,  323.  Silver  Spring,  Md.,  376.  Sim- 
coe,  Omt.f  315,  33i-a,  59^,  634-6,  655,  677, 
789.  Smpach,  Attsi,,  481.  SlmpsonviUe, 
Ky.,  332,  2x6,  485.  Simsbury,  Ct.,  123,  125, 
14$.  Sinelairville,  N.  Y.,  223,  776.  Sin- 
gac,  N.  J.,  84,  165.  Sing  Sing,  N.  Y.,  76, 
194.     *Bloilx  Ciiy*  1^1  787-    Sivas,  T$tr., 

483.  Sittingbottme,i?Mf/-.,  547,  793.  Sixteea 
Acres,  Ms.,  124.  •Skowhegan,  Me.,  373^, 
515.  Sligo,  Md.,349,  374,  376.  SloaitbuTg, 
N.  Y.,  i7».  Smilhfiald,  Eng.,  539.  Smith- 
field,  Ky.,  236.  Smith's,  Ber.,  790.  Smiths- 
boro,  N.  Y.,  319.  Smith's  Creek,  Cal.,  49a 
Smith's  Falls,  Oh/.,  327.  Smith's  Ferry, 
Ms.,  31,  118-20,  126-7,  321,  579.  Smith's 
Mills,  N.  Y.,  223.  Sraiihiown  (L.  I.),  N. 
Y.,158.  Smithville,  Ky.,237.  Smithville, 
N.  J.,  671,  778.  Smithville,  O.,  245. 
Snakeshanks,  Tas.,  563.  Snicker's  Ferry, 
Va.,  383.  Snydersville,  Pa.,  341.  Sofia, 
£m/.,  481.  •Solon,  Me.,  573-4,  610,  766. 
Somerset,  Ber.,  358,  361.  Somerset,  Eng., 
645,  646.  •Somenet,  Pa  ,  496.  Somer- 
ville.  Ma.,  768.  •Somerville,  N.  J.,  164, 
>72,  377i  610,  733,  778.  Somerville,  Va., 
334.  Sorel,  Que.,  3*8-9.  Souris,  M  S.,  29a 
S.  Abington  Station,  Ms.,  512-3,  76S.  S. 
Amaua,  la.,  479-  Southampton  (L.  I.),  N. 
Y.,  155.  Southampton,  Ofti.,  315.  *S. 
Bend,  Ind.,  479-  S.  Bethlehem,  Pa.,  780^ 
Southboro',  Ms. ,  1 14, 5 M.  S.  Boiton,  Ma., 
768.  Southbridge,Ms.,  76S.  S.  Bridge  water, 
7<M.,563.  S.  Canaan,  Ct.,  Z43.  S.  Canton, 
Ms.,  109.  S.  Chioago,  111.,  519.  S.  Deer- 
field,  Ms.,  119,  182-3.  S.  Dover,  N.  Y.,  582. 
S.  Egremont,  Ms.,  14B,  700.  Southfield,  N. 
Y.,  171.  S.  Framingham,  Ms.,  21, 103,  m, 
128,258,  513,  575,  76S.  S.  Gardner,  Ms., 
768.  S.  Hadley,  Ms.,  119-20.  S.  Hadley 
Falls,  Ms.,  120, 126, 580, 76S.  Sonthington, 
Ct.,  139,  25a  S.  Jersey,  Pa.,  390.  S.  Kil- 
vington,  ^Mf.,  792.  S.  Lee,  Ms.,  148.  S. 
Lyme,  Ct.,  130.  S.  Meriden,  Ct.,  134.  S. 
Mountain,  Md.,  349.  S.  New  Market,  N. 
H.,  575.  766.  S.  Norfolk,  Ct.,  143.  S. 
Norwalk,  Ct.,  138-9  S.  Orange.  N.  J., 
160,  162,  509.  S.  Olselic,  N.  Y.,  336-7.  S. 
Oyster  Bay  (L.  I.),  N.  Y.,  150,  152,  154.  S. 
Paris,  Me.,  574.  S.  Pitcher,  N.  Y.,  337. 
S.  Pbtte,  Neb.,  478.  Sonthport,  Ct.,  138, 
139.  S.  Pownal,  Vt.,  193.  S.  Bayalton, 
Vt.,  578.  S.  Sdtuate,  Ms.,  76S.  Soutlisea, 
^"Sr-f  599-  S.  Vallejo,  Cal.,  491.  S.  Ver- 
non, Vt.,  183.  Southwell,  Emg.,  539.  S. 
West  Harbor,  Me.,  574.  South  wick,  Ms., 
121,  123,  125,  144,  146,  579.  S.  Yarra,  yicf., 
563,  794-  Spanish  Point,  Ber.,  35^,  361. 
Sparkill,  N.  Y.,  80,  5«6-7.  •Sparta,  Wis., 
787.  Speier,  ^r.,552.  Spencer,  Ms.,  103, 
no,  114,  768.    Spencerport,  N.  Y.,  317. 



Sperryville,  Va.,  35a,  379.  Spezia,  //.,  552. 
Spiegeltown,  N.Y.,  193.  Spofford*s  Point,  N. 
Y.,  96.  ^Springfield,  111.,  486, 501, 524,610, 
787.  Spriugfield,  Ire.^  546.  ^Springfield, 
Ky.,  229-30,  234-  'Springfield,  Ms.,  11-2, 
a6-33»42,  46,  58,  61,  103-4,  log,  113-29,  138, 
M4-6,  i49»  »5».  »7»-*.  »79-83,  i9«.  i93-4»  196, 
208,  251-4,  259,  294-5,  3»«-3»  333.  353,371. 
376-7,  388,  391,  400,  404,  470.  488.  491.  493. 
500-X,  508,  510,  519,  523-5.  527,  547.  569. 
579,  580-2,  593,  597,  603,  605,  607,  610,  6x7, 
619,  627-8,  631-3,  654,  660-6,  672,  675,  677, 
679,  703,  706,  709-10,  712,  722,  768.  Spring- 
field, N.  J.,  164.  ^Springfield,  O.,  245, 
485,  4S8,  501, 627,  785.  Springfield,  Out.,  318. 
Springfield,  Vt.,  766.  SpringyiUe,  N. 
Y.,  157.  Staatsburg,  N.  Y.,  196.  Stafford, 
-^V-,  539,  792-  Stafford,  N.  Y.,  222.  Staf- 
fordville,  Ont,,  332.  Stamboul,  Tarr.,  482. 
Stamford,  Eng.^  539-41,  64^.  Stamford, 
Ct.,  48,  138-9,  248-9,  582,  610,  770.  Stan- 
ford River,  Eng.^  792.  Stanhope,  N.  J., 
51,163,  173,  207.  Stannardsville,  Va.,348. 
•Stanton,  Ky.,  590.  Stapleton  (L.  I.),  N. 
Y.,  156.  Stark  Water,  N.  H.,  576.  'Staun- 
ton,  Va.,  46,  48,  242,  296,  300,  305,  317,  335, 
345-5 »,  376,  382-3,  3J>8,  495,  497,  5<»,  6io,  782. 
Stawell,  Vkt.y  561-2,  565-6,  696.  Stayner, 
Ont.^  316.  Steelton,  Pa.,  244-  Stemlcrs- 
ville,  Pa.,  341.  'SteubenviUe.  O.,  485. 
Stevenage,  Eng.^  541.  Stiermark,  Aust.^  552. 
Stillwater,  N.  Y.,  186,  190,  192,  610,  776. 
Stockbridge,  Ms.,  148,  510,700.  Stockholm, 
Sxve.^  700.  Stockport,  N.  Y.,  527-8,  776. 
•Stockton,  Cal,  491-2-  Stockton,  Me., 
574.  Stone,  Eng.^  4S0.  Stoneham,  Ms., 
769.  Stoneham,  Oni.^  330.  Stonehenge, 
Eng.^  539.  Stone  House,  Nev.,  476.  Ston- 
ington,  Ct.,  85,  593.  Stony  Creek,  Ct.,  132. 
Stony  Kill,  N.  Y.,  194.  Stony  Point,  OfU., 
332.  Stouffville,  Ont.^  316.  Slow,  Ms., 
579.  Stowe,  Vt.,  579.  Stoyestown,  Pa., 
485.  Strafford,  N,  H.,  577.  Strasburg,  Ger., 
481,  545.  552,  <J97-  Strasburg,  Mo.,  485- 
Strasburg,  Va.,  244,  345,  347-8,  35o-«, 
6to,  782.  Stratford,  Ct.,  37, 138,  142,  249. 
Stratford,  ^ifjf.,  645.  Stratford,  A^.  Z.,  569. 
Stratford,  OiU.,  315,  3«7.  324,  332,  635. 
Strathallan,  Ont.^  317.  Strathburn,  Ont.,  331. 
Strathroy,  Ont. ,  3 19,  332.  Streclsville,  On/. , 
318.  StrenburB,^i«/.,48i.  *Stroud8burg, 
Pa.,  296,  299,   302,    34 1-     Stuart,   la.,  478. 

Stayvesant  Landing,   N.  Y.,  190,   192- 

Suckasunny,  N.  J.,  164.  Suez,  Eg.,  571. 
Suffero,  N.  Y.,  169,  171,  192,  198,  582,  5^*7, 
610,  776.  Suffleld,  Ct.,  122-J,  125,  146,  770. 
Suisun,  Cal.,  475,  491.  Summerdale,  N.  Y., 
587.  Summerside,  P.  E.  /.,  290.  Summit, 
Cal.,  476.  Summit,  N.  J.,  669,  778.  Sum- 
mit, Pa.,  245.  Summit  Hill,  Pa..  323- 
Summit  Point,  W.  Va.,  7S2.  Sunderland, 
Eng.,  545,  645.  Sunderland,  Ms.,  579. 
Surbiion,  Eng.,  551.  Susquehanna,  Pa.. 
219,  296,  338,  780.  Sutton,  Onf.f  316^ 
Swainsville,  N.  Y.,  222.  Swansea,  Eng., 
645-6.  Swedesboro,  N.  J.,  39a  Swift 
Run  Gap,  Va.,  348.  *Sycamore,  ill.,  787- 
Sydenham,  Efig.,  405,  792.  Sydney,  N.  S. 
f^-t  5^»,  562,  564-6,  570,  652,  696,  793. 
Syossei(L.  I.),  N.  Y.,  151,530-  •Syracnse, 

N.  Y.,   12,  30,  32-3,  44,    50-1,    201-2,  20S,    212, 

219,  298,  300,  305-6,  335-6,  343,  346,  479.  4S8, 
577,  594,  776.    Szeksard,  //«<«.,  481. 

Tabbas,  Per.,  571.  Tabreez,  Per.,  482- 
Ta-ho,  C*/.,  572.  Tain,  Sea/.,  645.  Ta- 
kapo,  AT.  Z.,  568.  Talbot,  Ont.,  332.  Tal- 
hot,  l^ici.,  560.  Tamaqua,  Pa.,  299,  302, 
342,  497-8.  Tam worth,  N.  H.,  576.  Tan- 
nersville,  N.  Y.,  188,  498.  Tappan,  N.  Y., 
30,  80.  Tara,  On/.,  315.  Tarawcra,  JV.  Z., 
567.  Tarcutta,  Vict,  561.  Tariff ville,  Ct., 
145.  Tarrytown,  N.  Y.,  27-32,  50-3,  75-80, 
91,  9S-9,  139,  171,  187,  193-5,  »98,  258,  275. 
281,  343,  404,  5S2,  587,  610,  776.  Tarsus, 
Per.,  482.  Tartar  Bazardjik,  Roum.,  481. 
Tashkent,  Rus.,  570.  Tatham,  Ms.,  252. 
Taunton,  Eng.,  554.  *Taimton,  Ms.,  la, 
28,  31,  33,  io6,  109,  511,769.  Tavistock, 
Oni.,  315-7.  Taylor,  N.  Y.,  336.  rTayloTB- 
ville,  Ky.,  236-7.  TaylorsviUe,  Pa.,  341. 
Taylorworth,  Oni.,  327.  Teconia,  Nev.,  477. 
Tecumseh,  Ont.,  301,  311.  Teheran,  Per., 
473-4,  480,  482-3,  570-1,  792.  Telegraph, 
Mo.,  525.  Telford,  Pa.,  388-9.  Temple- 
ton,  Ms.,  579,  769.  Tempsford,  Eng.,  541. 
Tenafly,  N.  J.,  80.  Terang,  Vici.,  559-61, 
563.  Terrace,  Utah,  477-  'Terre  Haato, 
Ind.,  486-7,  595,  786,  Terry  ville,  Ct.,  142. 
Thamesford,  Oni.,  324,  332.  Thamesville, 
Ont.,  331-2.  Thomaston,  Ct.,  142,  770. 
^Thomasvllle,  Ga.,  782.  Thompson,  Pa., 
339.  Thompeonville,  Ct.,  32-3,  122,  125, 
181,  Thorndale,  Ont.,  332.  Thomdike, 
Ms.,  104,  117,  r8i.  Thomhill,  Oni.,  316. 
Thornton,  N.  H.,  577.  Thorold,  Oni.,  789. 
Thrapston,  Eng.,  540.     Three   Rivars,  Ms., 



^9^  104,  Z17.  Three  Rivers,  Qite.t  500. 
Throgg's  Neck,  N.  Y.,  74,  246.  Thurso, 
0ml.,  saS.  Thurao,  Scot,  555.  Ticon- 
deroga,  N.  Y.,  29,  51,  185-6,  an,  578. 
Tiffin,  la.,  479,  488.  Tiflis,  Rms.,  571. 
Ttgnish,  N.  S.,  29a  Tilghraau's  Isbnd, 
Md..  7S2.  Tioga,  Pa.,  594.  Tioga  Center, 
N.  Y.,  219.  TisUlwa,  lU.,  489.  Tltui- 
Yille,  Pa.,  610,  781.  Tiverton,  Ofti.t  315. 
Tiverton,  R.  I.,  108.  TivoH,  N.  Y.,  51a 
Togus,  Me.,  573.  Tolchester,  Md.,  589. 
Toledo,  O.,  479»  488,  501,  595,  785.  •Tol- 
land,  Ct.,  149.  Tolland,  Ms.,  144.  Tomah, 
Wis.,  787.  Tompkinsvaie  (S.  I.),  N.  Y.,  32, 
iss>  157-  Tomsk,  ^Mf.,  570.  Tonawaada, 
N.  Y..  52,  203,  215,  217.  *Topeka.  Kan., 
591,  7S8.  Torbet-i-Haiderie,  /'rr.,  571. 
Toronto,  Oh^.,  300-f,  305,  315-30,  324-6,  331, 
333.  530,  593.  59S.  633-5, 669,  789.  Torxing- 
ton,  Ct.,  144.  TottenvUle  (S.  I.),  N.  Y., 
»55.  »58,  377.  •Towaada,  Pa.,  ii,  30,  32, 
219,  610,  78 1.  *Towion,  Md.,  377.  Tra- 
cadte,  A\  5".,  2S9.  Tralec,  /re.,  695,  792. 
Tremont,  N.  Y.,  73,  583.  Trenton,  111., 
48S.  •Trenton,  N.  J.,  99,  164,  i73»  5"i 
610,  77S.  Trenton,  N.  Y.,  210,  582.  Trcn- 
too,  0«/.,  319,  321,  323-  Trenton  Falls,  N. 
Y.,  30,  33,  210,  212,  334i  336.  Trexlertown, 
Pa.,  3B7.  Triangle,  N.  Y.,  498.  Trieste, 
Atut.t  552.  TrochsviUe,  Pa.,  341.  Trois 
Pistoles,  ^MT.,  329-30.  Trouville,  Fr.,  480. 
♦Troj,  N.  Y.,  85,  190.1,  208,  310,  378,  594, 
776.  Trockee,  Cal..  476.  Tmro,  N.  5"., 
*^»  53^^  790*  Tubby  Hook,  N.  Y.,  72,  80. 
Tubingen,  Ger.,  481.  Tuckahoe,  N.  Y.,  79, 
776.  Tuckertown,  Ber.^  360.  •TuCSOn, 
Ariz.,  789.  Turners,  N.  Y.,  587.  Turner'! 
Falls,  Ms.,  183.  Tuscarora,  N.  Y.,  214. 
Tuscarora,  Pa.,  342.  *Tu8kegee,  Ala., 
783.  Turin,  //.,  427,  55a,  700.  Tuxedo, 
N.  Y.,  5S7.  Tuxford,  Eng^.,  540.  Twin 
Mountain  House,  N.  H.,  577.  Two  Bridges, 
N.  J.,  169.     Tyngsboro,  Ms.,  508. 

Uddevalla,  Stve.,  59-),  792.  Uhlersville, 
Pa.,  497.  'ITklali,  Cal.,  490-  Ulm,  Ger., 
481.  Umballa,  /nd.,  572.  TTnadllla,  N. 
Y.,  49S.  Underwood,  Ont.,  315.  •Union, 
Mo.,  486.  Union,  N.  Y.,  218.  Union 
Forge,   Pa.,  49S.     •UniontOWn,   Pa.,    245, 

496,610,  781.  Unlonville,  Ct.,  145.  Up- 
per B.irtlett,  N.  H.,  576.  Upper  Hull, 
N.  Z.,  569.  Upper  Lachine,  Que.,  328. 
UT>p'r  Lisle,  N.  Y.,  337.    Upper  Montclair, 

N.  J.,  167.  778.  Upper  Red  Hook,  N.  Y., 
196.  Uppervllle,  Va.,  496.  Upton,  Ky., 
31,  23f.  •Urbana,  O.,  501.  Utica,  Ind., 
235.  *Utica,  N.  Y.,  12,  32-3,  201-2,  ao8-io, 
2t3,  220-1,  334,  336,  479,  488,  594,  610,  776. 
Utrecht,  H0I.,  645,  651,  708,  792.  Ux- 
bridge,  Ms.,  109. 

Valatie.  N.  Y.,  148.  197.  Valley  Creek, 
Pa.,  389.  Valley  Station,  Ky.,  237.  Valois, 
Que.,  328.  Vanceboro,  Me.,  596.  •Van- 
dalla,  111.,  595.  Vandalia,  O.,  485.  Van- 
derbik's  La*nding  (S.  I.),  N.  Y.,  32.  Van 
Deusenville,  Ms.,  148.  Van  Homesville, 
N.  v.,  776.  Varennes,  Oni.,  328.  Vau- 
dreuil.  Que.,  328.  Venaken,  N,  J.,  172. 
Venice,  //.,  552.  Ventimiglia,  //.,  600, 
Vercheres,  Que.,  328.  Verdi,  Nev.,  476. 
Verdun,  Fr.,  599.  Vernon,  Ct.,  576,  770. 
Verona,  N.  }.,  i6x,  164-5,  ^^7>  »75i  *oi,  208. 
Verplank's  Point,  N.  Y.,  776.  *YerBaille8, 
Ky-i  233,  236.  Versailles,  N.  Y.,  223. 
Vestal,  N.  Y.,  218.  •Vickrtnrg.  Miss., 610, 
628,  783.  Victor,  la.,  479.  Vienna,  ./4m/., 
406,  426,  481,  552,  55S,  651,  697.  Vienna, 
N.J. ,164.  Vienna,  Va.,  376.  •Vincennes, 
Ind.,  235, 505.  Vineland,  N.  J.,  390,  522. 
Vineyard  Haven,  Ms.,  769.  Violet  Town, 
Vict.,  564-6.  Vitry  le  Francis,  Fr.,  480. 
Vittoria,  Oni.,  332.  Voiron,  Fr.,  698. 
Volusia,  N.  Y.,  587. 

•Wadena,  Minn.,  788.  Wadsworth, 
Nev.,  476.  *Wahpeton,  Dak.,  788.  Waiau, 
N.  Z.,  568-9.  Waikari,  N.  Z.,  568.  Wai- 
pawa,  A^.  Z.,  569.  Wakefield,  Ms.,  112, 
575.769.  Wake6eld,  N.  H.,  577-8.  Wal- 
den,  N.  Y.,  198,  776.  Walkerton,  Oni., 
315.  Wnllacetown,  Out.,  312,  314.  Wal- 
lara,  Vict.,  564.  Wallingford,  Ct.,  133-4, 
149,  581.  Wallingford,  Vt.,  766.  Wal- 
more,  N.  Y.,  222.  Walnut  Grove,  N.  J., 
164.  Walpole,  Ms.,  107,  113.  Waltham, 
Ms.,  29,  51,  103,  579,  769.  Walton,  Eng., 
599.  Walton,  Ky.,  225.  Wanaque,  N.  J., 
170.  Wandsford,  Eng.,  539.  Wandsworth 
Common,  Eng.,  792.  Wanganui,  N.  Z., 
56S,  570.  Wangaretla,  Vict.,  564-5.  Wan- 
non  Falls,  Vict.,  560,  563.  Wappinger'B 
Falls,  N.  Y.,  194-5,  776.  Wardsville,  Oni., 
331.  Ware,  Eng.,  541.  Ware,  Ms.,  29,  51, 
104,  no,  1 13-4,  117,  181,  579.  Warehouse 
Point,  Ct.,  580,  582,  559.  Warren,  Ms., 
104,  no,  114,  117,  i8r.  •Warren,  O.,  785. 
Warren,  R.  I.,  107-8, 323, 581,  769.    War- 



reniburg,  N.  Y.,  an.  ^Wairenton,  Va., 
350.  35*f  374f  376»  610,  782.  Warrington, 
Eng.t  480,  536.  W.irrnambool,  Vict.^  559-61, 
563,  794.  •Warsaw,  N.  Y.,  221.  Warwick, 
E*tS-,  53>  Warwick,  Ont.^  332.  •Wasll- 
ington,  D.  C,  22,  25,  28-9,  31,  33,  37.  5«, 
$S,  116,  173,  198,  241-2,  244,  2581  296,  3*31 
346-52.  370-4.  3  A  377-8.  382,  384.  388,  464, 
484,488,495.497.  499.  501,  5o8»  5«i.  5»3-5. 
5*3-4.  588,  59U  610,  652,  658,  617,  619,627-8, 
724t  733.  7S2.  Washington,  Mv.  121,  r93. 
Washington,  N.  H.,  575.  Washington, 
N.  J.,  610,  778.  Washington,  O.,  245. 
Washington,  Pa.,  245,  379,  496.  781. 
Washington  Comers,  Cal.,  490,  493.  Wash- 
ington Heights,  111.,  388.  Washington 
Heights,  N.  Y.,  33,  5^3.  Washington  Hoi- 
low,  N.  Y.,  510.  Waterbory,  Ct.,  140, 142, 
582,  770.  Waterbtiry,  Vt.,  766.  Water- 
ford,  /r*.,  546.  Waterford,  N.  Y.,  190-2. 
Waterloo,  N.  J.,  163,  173.  •Waterloo,  N. 
Y.,  207-8, 212.  Waterloo,  OnL,  316.  Wa- 
terloo, Pa.,  379.  Watersford,  Ind.,  237. 
Walcrtown,  Ct.,  142.  •Watertown.  N.  Y., 
aoi,  210,  594,  776.  Watertown,  Ont.^  333, 
336.  Watertown,  Pa.,  334.  'Watertown, 
Wis.,  787.  Waterville,  Ct.,  582.  Water- 
▼llle,  Kan.,  485.  Waterville,  Me.,  573-4, 
610,766.  Watford,  Ont.,  332.  'Watkins, 
N.  Y.,  216,  498,  776.  Watsessing,  N.  J., 
160.  Watsonville,  Cal.,  490,  492.  Wa- 
verly,  N.Y.,30,  32,  50,  51,  21S-9.  Waverly, 
Pa.,  3 » I.  •  •  Way  back  ville, "  607.  Wayland, 
Ms.,  769.  Wayland,  N.  Y.,  216.  Waymart, 
Pa.,  340.  Wayne,  Me.,  574.  Wayne,  N.  J., 
165.  Wayne,  Pa.,  30,  389.  Waynesboro, 
Pa.,  385,  388,  610, 781.    Waynesboro,  Va., 

350-1.  •Waynesburg.Pa.  ,610,781.  Weedon, 
Eng.,  553,  557-  Weedsport,  N.  Y.,  776. 
Weehawken,  N.  J.,  81,  85.  Weirs,  N.  H., 
576-7.  Weissport,  Pa.,341,  781.  Welcome, 
OiU.,  319.  Wellesley,  Ms.,  29,  103,113, 769. 
Wellingore,  Eng.^  539,  Wellington,  Eng., 
536,  556.  Wellington,  A^.  Z.,  566, 568-70.  660, 
794.  Wellington,  S.  Aus.,  5<5o-i.  Wells. 
Nev.,  477.  •Wellsboro,  Pa.,  610,  781. 
Wellsburg,  N.  Y.,  2 18.  Wells  River,  Neb., 
489.  Wells  River,  Vt.,  576-8.  Welktown, 
N.  Y.,2ii.  WellsviUe,  N.  Y.,  217,223. 
Wclwyn,  Eng.f  541,  792.  Wendover,  Ofit., 
328.  Wenham,  Ms.,  101.  Wcrefordsburg, 
Pa.,  496.  Werribee,  K/f/.,  559.  Wesley, 
N.   Y.,  223.      W.   Ansonia,  Ct.,  770.    W. 

Avon,  N.Y.,  213.  W.  Baden,  Ind.,  235.  W. 
Becket,  Ms.,  121,  20S.  W.  Bethel,  Vt.,  578. 
W.  Bloomfield,  N.  Y.,  20S,  212.  West- 
boro,  Ms.,  iio-i,  128,610,  769.  W.  Brat- 
tleboro,  Vt.,  182.  W.  BriniBeld,  Ms.,  26,  31, 
110,  ir7,  128,  aoS.  Westbrook,  Ct.,  132. 
W.  Brook6eld,  Ms.,  29,  ro4,  117.  W.  Ches- 
ter, N.  Y.,  99,  246.  'W.  Chester,  Pa., 
244.  388-9,  781,  W.  Qaremont,  N.  H.,  576. 
W.  Cornwall,  Ct.,  147.  W.  Cornwall,  Vt., 
578.  W.  Coventry,  N.  Y.,  497-8.  West- 
erly,  R.  I.,  769.  W.  Farms,  N.  Y.,  95. 
Westfield,  Ms.,  I20-6,  144,  149,  192,  488, 
527,  769.  Westfield,  N.  J.,  172,  588,  778. 
Westfield.  N.  Y.,  50,  55,  58,  205-6,  222, 
313,  4S8.  W.  Gardner,  Ms.,  500.  W. 
Granby,  Ct.,  145.  W.  Hampton  (L.  I.),  N. 
Y.,  154.  W.  Hartford,  Ct,  137.  W.  Ha- 
ven, Ct.,  12S,  134,  138,  140,  149,  249.  w. 
Henniker,  N.  H.,  508.  W.  Livingston,  N. 
J.,  163.  W.  Long  Branch.  N.  J.,  778. 
W.  Milan,  N.  H.,  576.  •Westminster, 
Md.,  377,  782.  Westminster,  Ms.,  579. 
Westminster,  Oh/.,  331.  Westminster,  Vt., 
184.  Westmoreland,  N.  Y.,  776.  W.  Nas- 
sau, N.  Y.,  208.  W.  New  Brighton  (S.  I.), 
N.  Y.,  157,776.  W.  Newton,  Ms.,  113. 
W.Newton,  Pa.,  781.  Weston,  Ct.,  139. 
Weston,  EMg.,  694.  W.  Orange,  N.  J.,  610, 
778.  W.  Ossipee,  N.  H.,  576.  W.  Phll»- 
delphia.  Pa.,  781.  W.  Point,  Ga.,  594, 
6io,  783.  W.  Point,  Ind.,  237.  W.  Pc^t, 
N.  Y.,  194, 198.  Westport,  Ct.,  138-9,  248-9. 
W.  Randolph,  Vt.,  57S,  6ro,  627,  651,  672, 
766.  W.  Roxbury,  Ms.,  107.  W.  Butland, 
Vt.,  184.  W.  Saugerties,  N.  Y.,  188.  W. 
Springfield,  Ms.,  29,  30,  42,  51,  58,  no,  117, 
120,  122-3,  "5-7,  179,  181,  183,  194,  252-3, 
581,  769.  W.  Springfield,  Pa.,  205-6,  4791 
W.  Stockbridge,  Ms.,  148,  208.  W.  Suffield, 
Ct.,  146.  W.  Sydney,  M  S.  IV.,  793.  W. 
Troy,  N.  Y.,  192.  Westville,  Ct.,  140, 
394,  582.  Westville,  N.  S.,  79a  W.  Wai^ 
ren,  Ms.,  no.  114.  W.  Woodstock,  N.  Y., 
336-7.  W.  Worthington,  Ms.,  121.  Wey- 
mouth, Eng.y  685,  689.  Weymonth,  Ms., 
769.  Weymouth,  A^.  5".,  283-4,  ft^ 
Whately,  Ms.,  119.  Whcatley,  Ont.,  31a 
Wheaton.  Md.,  376.  Wheatville,  N.  Y.. 
222.  •Wheeling.  W.  Va.,  242-3,  245,  487-8, 
50*.  595.  610,  628,  782.  Whippany,  N.  J., 
163-4.  Whitby,  Oiti.y  319-20,  7S9.  Whit- 
church, Eng.,    536.     Whitefield,  N.  H., 



S77-  Whitefaatn,  N.Y.,  it,  29, 119,  (84, 186, 
191-1,776.  VVhiceHorse,  Pa.,  390.  *Wlilte 
PUtaiS,  N.  Y.,  71,  74-6,  138-9.  5S3,  702. 
White  Blver  Jnootioii,  Vt.,  500,  576,  578. 
Wtaiteatown,  N.  Y.,  201,  310,  213.     White 

Sulphur  Springs,  N.  Y.,  192,  217.  White 
Snlphnr  Springe,  W.  Va.,  351, 382.  Whit- 
ing, Me.,  271.  Wliitllieville,  Ms.,  769. 
Whitney'B  Point,  N.  Y.,  337.  Whltuey- 
ville,  Ct.,  135.  Whitneyville,  Me.,  272. 
Whitdesea,  Eng^  539.  •Wiehita,  Kan., 
fSS.  Wichita  Falle.  Tex.,  783.  Wick, 
Scci.,  536.  555.  556,  645.  Wickliffe,  Vict., 
563.  Wicklow,  Otu.,  321.  Wilbraham, 
Ms.,  114.  *Wilkeel>ane,  Pa.,  30,  32,  220, 
340.1,  781.  Willetl,  N.  Y.,  337.  Willey 
House.  N.H.,  576.7.  William's  Iiridge,N.Y., 
96w  Wiiliamshurg,  Ms.,  119, 12 r.  Williatns- 
buis  (U  I.),  N.  Y.,  91,  153.  WiUiamsford, 
0«/.,  316.  WilUamsport,  Md.,  29, 5 1, 238.9, 

24*,  244.  303.  344,  347.  349.  384,38s,  495.497-8. 

•WilUamsport,  Pa.,  781.  •WillUmstown, 
Ky.,  31,  235-^.  WiUiamstown,  Ms.,  112, 
"<i  579*  610,  700,  769.  Williamstown, 
N.  J.,  52a.  WiUlametown,  N.  Y.,  192.3. 
WUIiamstown,  Vt.,  578.  Williamsville.  Ont., 
325.  Willimansett,  Ms.,  124-5,  $80.  ••Wil- 
Umantic,  CL,  129,  770.  Willow  Grove,  Pa., 
497.  Willow  Island,  Neb.,  478.  •Wil- 
mington, Del.,  244.  37a.  377.  388,  390.  497, 
Saa,  5S9,  62S,  781.  •Wilmington,  N.  C, 
78a.  Wilmington,  Vt.,  579.  Wilmot  Cen- 
ter, (7«/.,  317.  Wihnot  Comers,  N.  Y.,  210. 
WUaonville,  Ind.,  336.  Wilion,  Ct.,  138. 
Wincanton,  Eng.^  539.  Winchelsea,  Out.., 
332.  •Winchester,  Ky.,  4S5.  Winches- 
tar,  N.  H.,  579.  •Winchester,  Va.,  47, 
«44,  345-8,  350.  388, 49 1-^,  578.  7S2.  Wind- 
ham,  Ct.,  148.  Windham,  N.  Y.,  187. 
Windsor,  Ct.,  145,  251.  Windsor,  N.  S., 
259,286,289,393,  610,  790.  Windsor,  N. 
Y.,  204.  Windsor,  On/.,  296,  310-11,  314, 
533.  Windsor,  Vt.,  576,  578-9.  Windsor 
I«0CkB.  Ct.,  122,  125,  145,  x8o,  251,  377,  5S0, 
582.  Winfield  (L.  I),  N.  Y,  90.  Wing- 
ham,  Onf.,  332.  •Winnemncea,  Ncv.,476. 
Winnipeg,  Mmm.,  4S7,  635,  790.      •Winona, 

Minn.,  487,  788.  Winona,  Wis.,  787. 
Winslow,  //.  S.,  291.  Winsted,  Ct.,  143-4. 
•Winterset,  la.,  787.  Winthrop,  Me., 
574.  Wisbeach,  Eng.^  538,  557.  Witham, 
^igT',  792-  Wobnzn,  Ms.,  769.  Wodonga, 
F^k:/.,  565.6.  Wolfville,  iV.  ^.,285.  Woll- 
aston,  Eng.f  5401  Wolverhampton,  Etrg., 
539,  5(6,  645.  Womelsdorf,  Pa.,  343. 
Woodbridge,Cal.  ,491.  Woadbridge,Ct.,  149. 
Woodhridge,  N.  J.,  15S,  166.  •Woodbury, 
N.  J.,  390.  5".  Woodbury  (L.  I.),  N.  Y.. 
1 50- 1.  Woodford,t7M/.,3t6.  •NVoodland.Cal., 
491,  7S9.  Woodstock,  N.  H.,  577.  Wood- 
stock, Ox/.,  315.7,  324,  33».  634-5,  789. 
*Woodstock,Va.,  244, 346,  383. 388,498. 78a. 
•Woodstock, Vt.,  57f).  Woodstown,  N.  J., 
390,  521-2,  778.  WoodsTille,  N.  H.,  578. 
WoodviUs,  AT.  Z.,  5O9.  Woonsooket,  R. 
!•.  109,  581.  Worcester,  Eng.,  539,  645. 
•Worcester,  Ms.,  12,  27.  29,  31,  51,  103, 
109-14,117.  «a8-9,  208,258,  479,488,513.4, 
5»3.  576,  579,  594.  600,  607,  627,  680,  769. 
Worthiugton,  Ky.,  236.  Worthington,  Ms., 
121.  Wray,  Col.,  50Z.  Wremham,  Ms., 
107.  Wrexham,  Eng.,  539.  Wrightsvills, 
Pa.,  386.  Wyalusing,  Pa.,  219.  Wyanet, 
111.,  479.  Wyoming,  111.,  787.  Wyoming, 
N.  J.,  158,  163.  Wyoming,  Pa.,  220,  781. 
Wysocking,  Pa.,  219. 

•Xenia,  O.,  501,  7S5. 

Yantic,  Ct.,  530,  583,  770.  Yaphank 
(L.  I.),  N.  Y.,  29,  3»,  33,  150-3.  Yarmouth, 
E>^.,  C36.  Yarmouth,  Me.,  660,  766.  Yar- 
mouth, Ms.,  592.  Yarmouth,  jV.  S.,  282-4,' 
286,  288,  293,  599,  790.  Yarmouth,  Oh^., 
331.  Yarmouthville,  Me.,  766.  Yass, 
A^.  S,  IK,  564.5.  Yeovil,  ^wj-,,  536,645. 
Yokohama, /a/.,  572.  Yonkers,  N.  Y.,  26, 
39,  53.  58,  75-9,  81,  95.  98,  100,  1S7,  194,  197, 
376,  523,  583-4,  586,  610,  776.  York,  Eng., 
533.  544,  645-6,  792.  •York,  Pa.,  242,  377. 
3%,  495. 497.  6to,  781.  York  Mills,  On/.,  316. 
Yorkshire,  N.  Y.,  208,  223.  *YorktOwn, 
Va.,  23S.  •Yorkville.  111.,  479.  •Youngs- 
town.  O.,  627,  785.    Youngstown,  Pa.,  485. 

•Zanesville,  O. ,  245,  7S5.  Zaribrod,  Bui., 
4S1.    Zurich,  SwiiM.,  552. 

"  U.S.Official  Hotel  Directory  for  '86,  or  Hotel  Red  Book  "  (8vo,  708  pp.,  incl.  73  adv.  pp. ; 
doth,  $3  ;  weight  3  lbs.),  by  the  Hotel  Pub.  &  Adv.  Co.,  of  265  Broadway,  N.Y.,  "  gives  a  conv 
[dete  and  reliable  list  of  hotels  in  the  U.  S.  and  Canada,  large  and  small,  leading  and  otherwise, 
and  also  summer  and  winter  resorts.  It  likewise  gives  the  names  of  r.  r.'s  and  water  routes, 
reaching  or  passing  the  town  or  city  wherein  the  hotels  arc  located. "    See  hotel  lists,  pp.  609, 61  a. 




This  alphabetical  list  of  the  States  and 
Territories  of  the  Union  is  given  chiefly  for 
the  sake  of  showing  their  abbreviations.  The 
geographical  order  in  whidi  the  States  are 
inserted  in  the  "  Directory  of  Wheelmen  " 
(765-90niay  be  found  on  p.  734>  also  on  p. 
XX ;  and,  in  the  latter  case,  the  number  of 
towns  and  of  subscribers  representing  each 
State  in  the  "  Directory  '*  are  likewise  shown. 
On  p.  617  maybe  seen  the  League  representa- 
tion of  each  State,  June  i,  '84;  and  on  p. 
618  the  increase  of  the  same,  Jan.  i  and  Sept. 
I,  '86.  P.^aS  shows  the  League  officers  of 
State  Divisions,  Oct.  30,  *86;  and  p.  631 
shows  th  •  apportionment  of  States  into  "  rac- 
ing districts  of  ihs  A.  C.  U."  Full  indexes  of 
the  13  States  in  which  I  have  done  the  most 
touring  ( Me.  to  Va.  and  Ky.)  are  pointed  out 
by  the  star  (*) ;  and  the  General  Index  may  be 
consulted  for  additional  references  to  many 
of  the  other  States.  Numerals  higher  than 
764  refer  to  subscribers  to  this  book  : 

Ala.,  Alabama,  2,  352,  670,  783.  Ariz., 
Arizona,  7S9.  Ark.,  Arkansas,  352,  783. 
CaL,  California,  2,  473-6,  489-941  5oo»  5'9i 
609,  661,  672,  789,  799.  CoL,  Colorado,  177, 
501,  7S8.  Ct.,  Connecticut,  •sSi,  769-70. 
Dak.,  Dakota,  177,  487,  788.  Del.,  Dela- 
ware, •5S9,  781.  D.  C,  District  of  Colum- 
bia, •590,  782.  Fla.,  Florida,  177,  352,  597, 
783.  Qi.,  Georgia,  177,  352,  500,  610,  782. 
Id.,  Idaho,  7S8.  HI.,  Illinois,  31,  224,  244, 
258,478-80,  485-9.  5«9.  524-5.  658,  672,677, 
786-7,  799.  IncL,  Indiana,  31,  235-7,  479. 
486-8,  5x9,  785-6.  la.,  Iowa,  478-80,  486-7, 
501,  672,  787.  KaxL,  Kansas,  99,  485-6,  500, 
788.  Ky.,  Kentucky,  224-37,  •590.  783-4- 
La.,  Louisiana,  2,  140,  500-1,  527,  595,  597, 
654.  670,  724,  783.  Me.,  Maine,  •573,  765-6. 
McL,  Maryland,  *5S9,  781-2.  Ms.,  Massa- 
chusetts,*579,766-9.  Micb.,  Michigan,  42, 99, 
177,210,296,  311,  323,  476,  490-2,609,  660, 
729,  7S5.  Mixm.,  Minnesota,  487,  519,  530, 
57O1  787.  Ml88.,  Mississippi,  352,  783.  Mo., 
Missouri,  99,  322-3,  473,  485-7,  500,  524-S. 
671-2,  787.  Mont.,  Montana,  454,  519,  788. 
Neb.,  Nebraska,  478-So,  484-6,  489,  501,  570, 
788.  Nev.,  Nevada,  476-7.  N.  H.,  New 
Hampshire,  •575,  766.  N.  J.,  New  Jersey, 
•5SS,  776-8.  N.  Mex.,  New  Mexico,  788. 
N.  Y.,  New  York,  ^582,  770^.  N.  C,  North 
Carolina,  54,  176,  551,  500,  782.     0.,  Ohio, 

28-3*,  39i  57,  99,  205,  234,  240,  24a,  245. 
47980,  485,  487,  500,  5o»,  5»9,  594,  625,  660. 
677-8,  784-5.  Or.,  Oregon,  492,  519,  788. 
Pa.,  Pennsylvania,  ^589,  778-81.  B,  L, 
Rhode  Island,  *58i,  769.  S.  C,  South  Caro- 
lina, 54,  352,  782.  TexUL,  Tennessee,  176, 
352,  500,  670,  672,  7S3.  Tex.,  Texas,  352, 
500,  783.  Ut.,  Utah,  477.  52o»  75*8.  Vt., 
Vermont,  •578,  766.  Va.,  Virginia,  •590, 
783.  Wash.,  Washington  Territory,  455, 
519,  788.  W.  Va.,  West  Virginia,  31,  4*. 
242,  245,  344,  352,  384,  486-7,  500,  $90,  78a. 
Wis.,  Wisconsin,  177,  258,  487,  524,  787. 
Wy.,  Wyoming,  473,  475,  477,  479-8o,  489, 
570.  788. 


References  higher  than  764  are  to  subscrib- 
ers outside  the  U.  S.,  the  numbers  of  whom 
are  also  shown  on  p.  xx.  Details  for  sev- 
eral countries  may  be  found  in  General  Index : 
Acadia,  286.  Afghanistan,  571.  Angora, 
481-2.  Asia,  480-3,  570-2,  792.  Australia, 
558-70,  652,  695-6,  706,  793-4.  Austria,  2J2, 
481,  558,  636-7,  792.  Bavaria,  480-1.  Bel- 
gium, 522,  546,  549.  599.  651,  699,  700.  Ber- 
muda, 353-70.  592,  790.  Brittany,  54a.  Bul- 
garia, 48i.  Canada,  265,  282-334,  598,  603, 
633-7. 669-70, 677,  789-90.  Cape  Breton,  aSSw 
China,  312,  474-5,  477,  49«,  572.  Croatia, 
481.  Denmark,  636-7.  Egypt,  453,  571. 
England,  403-6,  426,  444-50.  469-72,  53»-S8, 
598-9, 636-51,  654, 681-95,  790-2.  France,  480, 
522,  530.  552,  557.  599.600,  628,636,  651,682, 
698-9,  792.  Germany,  546,  552-3,  636-7,  651, 
697,  792.  Holland,  522,  553,  599,  636-7,  651, 
700,  792.  Hungary,  474,  481,  792.  India, 
571-2.  Ireland,  499,  546,  640,  652,  665, 6S2-3, 
688,  792.  Italy,  530,  549,  551-2,  599,  600, 
687,  700,  792.  Japan,  572,  792.  Khorassan, 
570.  Koordistan,  481, 483.  Manitoba,  635, 
790.  Mexico,  2,  600,  790.  New  Brunswidc, 
265,  33 «.  5»5,  790.  New  S.Wales,  564-5, 65a, 
793.  N.Zealand,  566-9,653,  794.  Normandy, 
480,  543.  Norway,  549,  700.  Nova  Scotia, 
282-94,  331,  355,  364-6,  499,  592,  790.  On- 
tario, 296-334,  598,  633-6,  789.  Persia,  473, 
480-3,  570-1,  792.  Prince  Edward  Island, 
290-2.  Quebec,  327.30,  574-5,  592,  790. 
Queensland,  652,  793.  Roumelia,  474,  4S1. 
Russia,  570-1,  687,  724.  Saxony,  551-2. 
.Scotland,  545,  553-8,  645-6,  681-6,  695,  79a. 
Servin,  474,480-1.  Slavonia,474, 481.  South 
Africa,  696.      South   Australia,   560-1,  65a, 



7i».  Spain,  549,  683,  700.  Styria,  48*. 
Sweden,  549, 700,  792.  Switzerland,  530,  532, 
54«.  $49. 55»f  599, 637,  650,  79a.  Tasmania, 
559.  5<»3-4, 652,  79*-  Turkey,  481-2,  474.  57if. 
7«j2.  Viaoria,  55S-66, 652,  706, 793-4.  Wales, 
V^^  IY>*  533,  536,  539.  544,  546,  550,  790-2. 


Agawam,  122-3, 179, 252.  Aminonoosuc,576- 
7.  Amoor,57o.  Androscoggin,  575-6.  Arques, 
480.  Avon,  289.  Bear,  477.  Beaver,  515. 
bigelow,  129.  Blackberry,  143.  Blacksione, 
io9b  Blanche,  329.  Brandy  wine,  372,  3*8. 
Bnmz,  74,  75.  Byram,  73.  Cassadaga,  5S7. 
CajEcnovia,  214.  Charles,  106,  514.  Chestnut 
Ridge,  485.  Chicopee,  110,  117,  129.  Cole- 
brook,  144.  Conemaugh,  496.  Connecticut, 
11,32,  61,  117-28,  145,  172,  178-84,  191,  >94i 
lyS,  251*4,  575-S2.  Cornwallis,  285.  Cow- 
pasture,  486.  Croton,  76.  Cumberland,  302, 
347.  Danube,  481.  Delaware,  28,  44,  163-4, 
172-3,  189,  198,  207,  299,  302,  340,  342, 
37a,  378,  390,  497,  5»2.  587-  East  (N.  Y.), 
64,  86,  97-8,  5S3.  Eden,  223.  Eik,  479. 
Elkhart,  479.  Elkhorn,  478.  Farmington, 
137,  144-6,  5S1.  Fenton,29.  French,  129. 
Ganges,  572.  Gatineau,  327.  Genesee,  30, 
214-17.  German,  173.  Green,  230,  477* 
Hackcnsack,  82,  165-6,  168-9,  589.  Har- 
lem, 25,  27,  64,  66,  68,  70,  72,  91,  95-8, 
247, 582-4.  Hanid,  571.  Hills,  490.  Hills- 
boro,  290.  Holyoke,  135.  Hoosick,  193. 
Hop,  128.  Housatonic,  1x2,  13S,  140,  143-4, 
147,  188,  700.  Hudson,  II,  44,  51,  64-91,  95, 
97,  M«-3,  «46,  148,  157,  «64-6,  17^-98,  210, 
3^,340,  43 «,  498,  500.  505.  5*3,  583-1,  586-7. 
Humboldt,  476-7.  Illinois,  489.  Indian,  327. 
100,481.  Jackson,  486.  James,  346-7.  Jock, 
327.  Juniata,  496.  Kanawha,  347.  Kansas, 
48&  Kennebec.  353,  573-4-  Kentucky,  227. 
Konrai,  568-9.  Lehigh,  299.  Ligonier,  485. 
Little,  223.  Loire,  542.  Luray,347,35»,38i. 
Magalloway,  575.  Mahoning,  342.  Mamaro- 
nedc,  74.  Maritza,  481-2.  Maumee,  479. 
Medidne  Bow,  478.  Merrimac,  102,  500. 
Metis,  329.  Middle  (Ct.),  129.  Middletown, 
243,  349.  Mississippi,  19S,  347-8, 473,  478-80, 
487,  480.  Missouri,  475,  478-9,  486,  489. 
Mohawk,  12,  13,  32,  85,  197,  199,202.  Mo- 
nocacy,  349.  Morava,  ^8.i,  Mt.  Hope,  129. 
Napa,  49a  Natchaujr,  129.  Nau?:atuck,  139- 
4».  5«2.  Nepperhan,  75-8, 98.  Niantic,  131. 
Mjeiva,  481.     Ohio,  39,  M5,  485.  515*  590- 

Oneida,  335.  Opequon,  347,  497.  Orange, 
271.  Oregon,  455.  Otselic,  302,337.  Ottawa, 
327-8.  Page,  347, 35<-  Passaic,  82, 159,  165, 
166,  5S8.  Patapsco,  377.  Patuxent,  349. 
Pawcatuck,  129.  Peabody,  577.  Pekang,  57a. 
Pemigewasset,  576.  Penobscot,  574.  Petane, 
568.  Platte,  478,  486,  489.  Pleasant,  146. 
Pompton,  165.  Potomac,  17,  29,  51,  55,  238, 
245,  300,  303,  344,  347,  376,  383-4,  488,  496-7- 
Quiaebaug,  129.  Quinnipiac,  134.  Ramapn, 
171,198,587.  Rappahannock,  379., 
4S1.  Rhine,  481,522.  Rideau,  327.  Rigaud, 
32S.  Roanoke,  347.  Rock,  479.  Russian, 
4vo.  Saco,  576.  Sacondaga,  211.  Sacra- 
mento, 476,  490.  Saddle,  165,  169.  Sague- 
nay,  293.  St.  Croix,  263.  St.  Lawrence,  187, 
i>S  204,  210,  293,  301-3,  326,  329,  330,  333, 
500.  Salinas,  490.  Salmon,  145, 289.  Salt, 
237.  San  Benito,  489.  Santa  Clara,  49a 
Saugatuck,  128,  138.  Sawmill,  75-9.  Schroon, 
211.  Schuylkill,  299,  389-90, 522.  Seaconuet, 
108.  Seine,  480.  Semmering,  552.  Shenan- 
doah, 46,  154.  238,  241-2,  296,  300, 303, 346-7, 
3S8,  486,  49 1-500.  590.  Shepaug,  143.  Still, 
12S.  Strasburg,  347.  Susquehanna,  218, 302- 
3.  308,  338,  343.  372-3,  37?,  381,  386,  49",  589. 
Tarti]oux,  339.  Tliames,  129,  131,  681. 
Trough  Creek,  244.  Truckee,  476.  Tuo- 
lumne, 491.  Virginia,  346,  3S2.  Wabash, 
486.  Waipara,  568-9.  Walikill,  198.  WcUs, 
489,  576.  While,  578.  Willimaniic,  129. 
Winooski,  578.  Wissahickon,  389.  Wyo- 
ming,  220.    Yosemite,  491. 


Ararat,  482.  Bald,  575.  Bald  Eagle,  496. 
Battle  (Nev.),  476.  Big  SeweU,  486.  Black, 
186.  Blanc,  354.  Blue  (Pa.),  498.  Buck, 
49S.  Carmel,  134.5,  486, 581.  Catoclin,  349. 
Cone,  485.  Dogwood,  4S6.  Eik,  478.  Ever- 
green, 148.  Gambler,  560.  Green  (Me.), 
278.  Hamilton  (Cal.),  490.  Hedgehog  (Ct.). 
145.  Holyoke  (Ms.),  120,  135.  Hortnn  (N. 
S.),  286.  Jefferson,  382.  Jenny  Jump,  164. 
Kineo,  574.  Kaaterskill,  498.  Langton 
(Ber ),  359-62.  Little  North,  497.  Little 
SeweU,  486.  McGregor,  192.  Mansfield 
(Vt.),  578-9.  Marcy,  186.  Nescopeck,  498. 
North  (N.  S.),  284-5.  Orange,  158,  174. 
Otter  (Peaks  oQ,  347.  Pea  tinny,  170.  Pitts- 
field,  197.  Plymouth,  142.  Pulaski,  485- 
Razorback,  565-6.  Rummerfield,  219.  San 
Juan,  494.     St.  Goihard,    187.     St.  Helena 



(Cal.),49o.  Sargent  (Me.),  178.  Shenandoah, 
582.  Schooley's,  173.  Simplon,  187.  South, 
349.  Storm  King,  197.  Sugarloaf,  182.  Tom 
(Ms.),  118-20,127,183,252,579.  Vesuviua, 
552.  Washington,  237,  515,  525,  575-7, 670-x. 
Wilcox,  i4S> 


Adirondack,  185-7, 2  lo-i  1 ,  587.  Alleghany, 
«43.  a45i  347.  350i  477f  485-6,  496,  5<»»  S«8- 
Apeuuiue,  551.  Balkan,  481.  Black  Hills, 
47S.  Blue  Creek,  477-  B^ue  Ridge,  238, 243, 
346-8,  374,  379-81, 495-7,  500.  Catskill,  187-8, 
198,216,  488,  497-  Elburz,  571.  Erz,  552. 
Fruskagora,  481.  Green,  1S4,  198,  574-8. 
Hanz,  114,  52a.  Himalaya,  477.  North 
(N.  S.),  2S4-5.  Laurentian,  327.  Little 
Savage,  244-  Massanulten,  347-8i  35o-«. 
381-1.  Mud  Creek,  486.  North  (N.  S.),  284-5- 
Orange,  158,  174.  Pilot,  576.  Promontory, 
477.  Pyrenees,  549.  Red  Dome,  477.  Rocky, 
455,  478,  4S1.  Sierra  Nevada,  243,  476,  492. 
South  ^N.  S.),  284.  Taghconic,  147.  Wa- 
chung,  174.  Wahsatch,  477.  White,  61,  192, 
«93,  a93,  503.  5*3,  576-8,  676. 


Albanian,  552.  Alconbury,  540.  Alum 
Rock,  490.  Am^s*8,  i24>  Armory,  117.  Barn- 
door, 145.  Barryfield,  325.  Batesford,  559. 
Bear  Ridge,  139.  Belmont,  389.  Bengal, 
572.  Bergen,  82-4,  166,  168,  588.  Berkshire, 
121,  126,  581,  584,  700.  Blue,  109,  516,  577. 
Box,  567.  "  Breakneck  "  (N.  Y.),  71,  582. 
Cave,  236.  Chaplain,  228.  Chestnut,  102. 106, 
III,  114,  128,  523.  Chicopee,  124.  Columbia 
Heights,  88, 97.  Corey,  525.  Corydon,  235. 
Crescent,  124.  Cumberland,  107.  Druid, 
239.  Eagle  Rock,  175.  E*ist  Rock,  135. 
Edgewater,  165-6.  Ewingsville,  118,  126. 
Fisher's,  345-6,  498.  Foundry,  142.  Fox, 
170.  Gallows,  Si.  Gates's,  11S-9,  183,  579. 
Gibbs,  361.  Glacier,  491.  Grimes's,  158. 
Hampstead,  403.  Hanging,  250.  Hog-pcn 
Ridge,  139.  Hotliam,  562.  Indian  Rock, 
3S9.  Knapton,  360.  Laurel,  485.  Marl- 
boro, 567.  Mono,  316.  Moore's,  327.  Mull- 
ica,  390.  Old  Ford,  389.  Orange,  169.  Pali- 
sades, 77,  79,81,  5S6-7.  Panama  Rocks  (N. 
Y.),  587.  Pine,  121.  Pleasant,  226.  Pros- 
pect, 362.  Ray*s,4S5.  Red,  237.  Remataka, 
568.  Richmond,  316.  Rideau,  327.  River- 
dale,  78,  80,  583.     Rocky,  102.    Round,  285, 

496-7.  Sandy,  58-9,  1S9,  192.  Seebach,  317. 
Shinnecock,  155.  Shrewsbury,  514.  Sidling, 
243.  Snake,  169.  Turkey,  123,  146.  Wash- 
ington Heights,  64,  72,  75,  38S,  583.  West, 
540.    Windsor,  122. 

Antigua,  592.  Atlantic,  355.  Barbadoet, 
592.  Bermuda,  353-70,  530.  Blackwell*s,  69^ 
70,  90,  469.  Brady,  478.  CampobcUo,  36o» 
265,  269.  Cape  Breton,  289,  290,  331,  366. 
Capri,  552.  Coney,  27, 47,  8;,  155,  523,  583-5. 
Dominica,  592.  Glen,  91.  Grand,  478,  489. 
Grand  Manan,  268-9.  Hebridss,  467.  Ire- 
land (Ber.),  355,  358.  League,  244.  Long 
(N.  Y.),  12,  28,  29,  5 1,  5S.  63-4. 83,  90,  97, 99, 
148,  150-9,  177-8,  28  J,  530.  Long  (N.  S.), 
286.  Magdclene,  331.  Mt.  Desert,  5,  574. 
Manhattan,  52,  6|,  69,  70,  72,  84,  116,  154, 
158,  16S,  187,  427.  Martinique,  5-)2.  Mon- 
treal, 575.  Newfoundland,  170,  293,  366. 
Parent,  328.  Perrot,  575.  Prince  Edward, 
289-92,  331,  592.  Rhode  (R.  L),  loS.  St. 
George's,  355.  St.  Helena,  355.  St  Kitts, 
592.  St.  Lucia,  572.  Sandwich,  492.  Sochia, 
552.  Somers,  364.  Slalcn,  28, 30.  57, 64,  84, 
88,  97,  99,  150,  <S5-9.  «77-8,  377,  583-  Thoo- 
sand,  333.  Trinidad,  i-yi.  West  Indies,  355. 
Wight,  517.     Willow,  478.     Wolf,  333. 


Androscoggin,  575.  Bantam,  142-3.  Bloody, 
185.  Blue,  490.  Bond,  316.  Bras  d*Or, 
289.  Cayuga,  212.  Champlain,  32,  185-6. 
211,500,  578-9.  Chautauqua,  20^,  223,488, 
587.  Clear,  490.  Conesus,  216.  Croton,  194. 
Crystal,  170.  Dcschene,  327.  Eagle,  278, 
281.  Echo,  170.  Erie,  39,  171,  203-6,  225, 
310,  331-2,  58S,  596.  Garland,  283.  George, 
II,  29,  32,  51,  57,  171,  179.98,  an.  578. 
Governor's,  288.  Great  Salt,  477.  Green- 
wood, 170, 584.  Hemlock,  216.  Huron,  204, 
30',  313,  315,  33>-  Lauderdale,  193.  Ma- 
hopac,  582.  Mashapaug,  129.  Memphre- 
magog,  198.  Michigan,  479.  Mirror,  491. 
Mohonk,  198.  Moosehead,  574-5.  Napa, 
491-  Ontario,  204,  214,  222,  301,  310,  314, 
3»o,  333,  593.  Otsego,  197.  Piseco,  211. 
Pleasant,  an,  378.  Quinsigamond,  no. 
Rocky  Hill,  120.  Rogers,  131.  Round,  37S. 
St.  Clair,  301,  311.  Saltonstall,  133.  Sara- 
toga, 192.  Schroon,2it.  Seneca,  211.  Sil- 
ver, 155,  216, 222.     Simco?,  316.     Southwick, 



xx^  Sopsrior,  331.  Thousand  Islandft,  333. 
TueacbeK,  327.  Twin,  147.  Two  Mounuins, 
32&  Whimey,  135,  148,  249.  Winnipisco- 
Cee.  293.  576. 


Amietam,  347,  3S4.  Block,  121-3.  Bloody 
Ron,  185.  Buffalo,  22a.  Bull  Run,  375. 
Caitarausus,  204.  Cub  Run,  374-$.  Elk, 
236.  Furnace,  129.  Uarrod's,  236.  Kiwaka, 
S)6&.  Mdl,  121.  Newton,  91.  North,  211. 
Oveipeck,  165.  Plum,  237.  Pole,  478. 
Queen's,  327.  Roaring,  139.  Rondout,  19S. 
Spuyten  Duyvil,  64, 71-2,  78-So,  383.  Smith's, 
49a  Sunswick,  90W  West  Canada,  21a  )fel- 
lo«.  477- 


Bridal  Veil,  491.  Chaudiire,  327.  Clifton 
(N.  J.X  170.  Fninkliu,  577.  Genesee,  214, 
si6w  Guildhall,  577.  Great  Falls  of  Poto- 
mac, 376,  497.  Haines,  216.  Hemlock,  509. 
Horseshoe  (Niagara),  202.  Raaterskill,  216. 
Kezah  (Me.)»  577.  Montmorenci,  330. 
Ifomey,  S74>  Nevada,  491.  Niagara,  28, 203, 
214-16,  293,  3S2,  488,  586.  Paterson,  167. 
Pontook,  576.  Portage,  214.  Sciota,  341. 
Seneca,  soS,  312.  Trenton,  210,  212,  334-6. 
Vernal,  491.  Wannon,  560,  563.  Wappio- 
fer's,  194-5-    Vo«3mite,  491. 


Adriatic  Sea,  552.  Atlantic  Ocean,  48, 
64,  176,  405.  4*^7,  473.  5>3-  Ahxandria  Bay, 
209U  Basin  of  Miuas,  2S6-9.  Bedford  Basin, 
287-3.  Bic  Bay,  329.  Bosporus,  482.  Bos- 
ton Harbor,  113,  282.  Canso,  Strait  of, 
389.  Caspian  Sea,  571.  Chedabucto,  2S9. 
Chesapeake,  352,  377.  Cold  Spring  Harbor 
(L.  I.),  150.  Fresh  Kills  (S.  I.),  157.  Fuudy, 
269,  2S4.  Georgian,  315-16.  Gowanus,  88. 
Oraasy,  35S,  362,  365.  Great  South  (L.  I.),' 
155.  Golf  Stream,  364-5.  Hamilton  Harbor, 
3S&  Harrington  Sound,  359'6a  Hell  Gate, 
90,  9S.  Katskill  (Lake  C^eorge),  186.  Kill 
van  Kull,  84,  155.  Long  Island  Sound,  61, 
641  74.  «5.  90.  96, 128^,  14a,  249.  Mahone. 
a88,  293.  Mediterranean  Sea,  593.  Morris 
Cove,  133.  Mt.  Hope,  loS.  The  Narrows, 
64*  158.  Newark,  84,  155,  583.  New  York, 
64*  ^t  155'  Northwest  Arm,  287.  North 
West  Bay  (Lake  Geoiige),  186.  Owen  Sound, 
ai$-i6.  Pacific  Ocean,  48,  473. 49»f  57o,  572- 
Pakocrystjc  Sea,  23.    PaMamaquoddy,  268. 

Pelham,  73,  96,  249.  Providence,  108.  Sag 
Harbor  (L.  1.),  155.  Sl  Lavkrence  Gulf,  59s. 
Sanbornton,  577.  St.  Margaret's,  2S8.  St. 
Mary's,  284.  Somes  Sound,  277, 281.  Staten 
Island  Sound,  155.  Tappan  Sea,  8a  Tra^ 
cadie  Harbor,  291. 


Battery,  N.  Y.,  98.9,  433,  583-  Bidwell, 
Buffalo,  203.  Blue  Grass,  Ky.,  224.  Boston 
Common,  105-6.  Bowling  Green,  N.  Y.,433. 
Bronx,  N.  Y.,  95-6.  Brooklyn  City,  8S-9. 
Central,  N.  Y.,  64-8,  70,  85,  02-5,  98,  100, 
187,  X97-8,  376,  403,  43*1  45».  453.  465, 
686.  Chestnut  Hill  Reservoir,  Boston,  102, 
106,  III,  114,  128,  523.  Chicago,  224.  City 
Hall,  N.  Y.,  86,  loa  Clareraont,  N.  Y., 
96.  Copley  Sq.  (called  "  Trinity  "),  Boston, 
27,  106.  Crotona,  N.  Y.,  96.  Druid  Hill, 
Bait.,  238,  781.  East  Rock,  New  Haven, 
135-6.  Edge  water,  N.  Y.,  96.  Fairmount, 
Phila.,  389,  679.  Fleetwood,  N.  Y.,  73. 
Front,  Buffalo,  5S8.  Gilmour*s,  327.  Hamp- 
den, Springfield,  117,  579-80.  Harvard  Sq., 
101,  103.  International,  Niagara,  199,  586. 
Jerome,  N.  Y.,  71-3,  75,  138,  58a.  Lincoln, 
Buffalo,  203.  Llewellyn,  N.  J.,  160-1,  175. 
Manhattan  Sq.,  N.  Y.,  95.  Mary's,  N.  Y., 
96.  Morningside,  N.  Y.,  70,95.  Mt.  Morris, 
64.  Pelham  Bay,  N.  Y.,  96.  Pemberton 
Sq.,  Boston,  104-5,  ■*<>»  '^8,  662.  Pleasure 
Ridge,  237.  Pt.  Pleasant,  287.  Prospect, 
Brooklyn,  27,  87-9,  98,  94,  97.  583,  686-6, 
Public  Garden  of  Boston,  105-6,  114.  Public 
Gardens  of  Halifax,  2S7.  Riverside,  N.  Y., 
68,  94,  585.  Rowley  Green,  102.  Van  Cort* 
landt,  N.  Y.,  95-6.  Washington  Athletic, 
573.  Washington  Square,  N.  Y.,  16,  23-6, 
a8,  33,  5«-».  54,  W-6,  8a,  9»,  98,  loi,  168, 
191,  207,  368,  388,  391,  438-31,  482-4,  45», 
453,  455.  46t-6,  470,  583-6.  611,  774-  Wash- 
ington Square,  Phila.,  494,  497.  Westfield 
Green,  N.  Y.,  206.  West  Springfield  Com- 
mon,  120.  Woodward's  Garden,  San  Fran- 
cisco, 49a. 

RAILROADS  (See  pp.  591-8). 
Baltimore  &  Ohio,  238,  242,  245,  3So^ 
Boston  &  Albany,  a6,  128,  479.  Buffalo, 
N.  Y.  &  P.,  222.  Chesapeake  &  Ohio,  350-1. 
Chicago,  Burlington  &  Quincy,  486.  Con- 
cord, 50a  Conn.  River,  127,  19S.  Canadian 
Pacific,  328.   D.,  L.  &  W.,  82,  588.   Erie,  8a, 



85,  165,  198,  2t6-i8,  222-3,  3«»4-5-  Fall  River 
&  Newport,  198.  Grand  Trunk,  328.  Hud- 
son River,  190,  192,  195,  198.  Intercolonial, 
2S5,  329.  Lehigh  Valley,  219,  221.  Long 
Island,  154.  Missouri  Pacific.  486.  N.  J. 
Central,  82,  85.  New  London  Northern, 
129.  N.  Y.  Central,  192,  198,  201,  209.  N. 
Y.,  P.  &  O.,  222.  New  Zealand,  569-70. 
Pacific,  475.  P.  D.  &  E.  (111.).  486.  Penn- 
sylvania, 82,  389,  588.  Prince  Edward  Is- 
land, 291-2.  Richmond  &  Alleghany,  350. 
Union  Pacific,  473-  Valley  Branch  of  B.  & 
O.,  350.  Vermont  Central,  184.  Wabash, 
486.     West  Shore,  83-4,  168,  589. 


Acadia,  28s-  Amherst,  113, 142.  Bowdoin, 
565.  Butler  Univ.,  786.  Cambridge  Univ., 
429.  434.  5*4,  544»  557,  79i-  "Chrysalis," 
428-9.  Columbia,  (130,216,436-7.  Cornell 
Univ.,  772.  Dartmouth,  508,  766.  Dickinson, 
344,  512.  Drew  Theol.  Sera.,  344.  Eton, 
533.  (Georgetown,  233.  Glasgow  Univ.,  545. 
Haileybury,  544.  Harvard,  25,  loi,  103, 
"3,  13 '.256,  386,  397.  403,  434-5.  437.494, 
514,658,665,  767.  Haverford,  25,  389,  503, 
779.  Iowa,  323,  669.  Kentucky  Wesleyan 
Univ.,  233.  Kenyon,  784.  King's  (Cam.), 
429,  434.  King's  (N.  S.),  286.  Knox,  65S. 
Lafayette,  173,  669.  Lehigh  Univ.,  780. 
Maine  Agricultural,  257,  277.  Middlebury, 
196.  New  York,  436.  New  York  Univ., 
428-44.  454-72.  Oxford  Univ.,  469,  471,  533. 
Pennsylvania   Univ.,    388,    494.     Princeton, 

434,  777-  Rutgers,  159.  5:warthmore,  508. 
Toronto  Univ.,  318.  Trinity  (Cam.),  544. 
Trinity  (Hartford),  136.     Virginia  Univ.,  350, 

435.  West  Point,  194.  Williams,  185.  Yale, 
"3,  127.  >3»-3,  MO,  256,  304,  890-40&,  424, 
434-5,  439.  447,  464-6,  494.  657,  660,  711, 
722-3,  728,  732,  770- 


AgriaiUural  Hall,  London,  547-8.  Alex- 
andra Palace,  London,  535.  Alnwick  CZastie, 
390,  404.  Alumni  Hail,  Yale,  39S-9.  Ar- 
mory, Springfield,  114,  124-5,  580.  Arsenal, 
N.  Y.,  95.  Benedick,  N.  Y.,  65,  440.  Bicy- 
cle Club  Houses  :  Baltimore,  590,  781 ;  Bos- 
ton, 105-6,  767;  Brooklyn,  97,  586;  New 
York,  96,  586 ;  Philadelphia,  589 ;  St.  Louis, 
652  ;  Washington,  590.  Boston  Cydorama, 
385.    Capitol,  Albany,  193.     Capitol,  Wash- 

ington, 371-2,  501.  Centennial  Buildings, 
Phiia.,  3S9.  Cheshire  Academy,  Ct.,  134, 
250.  "Chrysalis  College,"  42S-9.  Citadel, 
Halifax,  287,  292.  City  Halls  :  Boston,  105 ; 
Brooklyn,  88 ;  Buffalo,  52  ;  New  Haven,  133 ; 
New  York,  48,  78,  82,  85,  88,  99,  100,  499; 
Philadelphia,  389;  Springfield,  117,  120, 
124-5  \  Yonkers,  78.  Cosmian  Hall,  Florence, 
Ms.,  119.  Court  Houses:  Boston,  105; 
Brooklyn,  90;  New  York,  48.  Crystal  Pal- 
ace, London,  405.  Custom  Houses  :  Boston, 
105  ;  New  York,  369.  Elm  City  Rink,  401. 
Equitable  Building,  N.  Y.,  99.  Faneuil 
Hall,  Boston,  105.  Grace  Church,  N.Y.,  66. 
Grand  Central  Depot  N.  Y.,  99.  Grey- 
stone,  N.  Y.,  79-80.  Insane  Asylum,  Balti- 
more, 377.  Institute  of  Technology,  Boston, 
106,  582.  Kentucky  State  House,  233.  Lick 
Observatory,  Cal.,  490.  Litchfield  Mansion, 
N.  Y.,  5S5.  Ludlow  St.  Jail,  N.  Y.,  8&. 
Lyndehurst,  N.  Y.,  79-So.  Manor  House, 
Yonkers,  78.  Massachusetts  State  House, 
104,  113,  116.  Mechanics'  Pavilion,  Port- 
land, Or.,  492.  Memorial  Hall,  Dedham, 
Ms.,  107.  Metropolitan  Methodist  Church, 
Toronto,  318.  Monastery,  N.  J.,  83,  589. 
Morgan  School,  Clinton,  Ct.,  134.  Ml.  Hd- 
yoke  Female  Seminary,  120.  Museum  of 
Fine  Arts,  Boston,  106.  Music  Hall,  New 
Haven,  398,  400.  Nassau  Hall,  Princeton, 
N.  J-.  434-  Nat.  Hist.  Museum,  Boston, 
106.  Naval  Hospital,  N.  Y.,  88.  Oraton 
Hall,  Newark,  N.  J.,  83,  170,  174,  589. 
Penn.  Military  Academy,  Chester,  372. 
Phillips  Academy  at  Andover,  2aS.  Post 
Offices  :  Boston,  105  ;  Cleveland,  500;  New 
York,  48;  Paris,  458.  Poltstown  Opera 
House,  484.  Rosalie  Villa,  Chicago,  529. 
Royal  Courts  Chambers,  London,  550.  ''Rub- 
bish Palace,"  428-9.  St.  Botolph's  Comer, 
102.  St.  Croix  Hall,  Calais,  Me..  265. 
Shenandoah  Academy,  Va.,  345.  Soldiers* 
Home,  D.  C,  376.  Springfield  City  Library, 
126.  State  Fishery,  N.  Y.,  222.  State  Hos- 
pital, Worcester,  Ms.,  no.  Stewart's  Cathe- 
dral, Garden  City,  L.  I.,  152.  Sunnyside,  N. 
Y.,79.  Trinity  Church,  Boston,  T06.  Trinity 
Church,  N.  Y.,  87,  99, 437.  Tuileries,  Paris, 
390.  University  Building,  N.  Y.,  65,  423-44, 
454-72.  Union  Depot,  Worcester,  Ms,,  514. 
U.  S.  Armory,  Springfield,  Ms.,  114,  124-5. 
Villa  of  D.  b.  Mills,  Millbrae,  Cal.,  492. 
Williamsburg  Savings  Bank,  Brooklyn,  92. 




Adirondack  Wilderness,  186-7,  587.  Adrian- 
ople  Plains,  Tur.,  48a.  Black  Forest,  Ger., 
481.  Blue  Grass  Region  of  Ky.,  224-7, 
132-3.  Brooklyn  Bridge,  36-9.  Brooklyn 
Navy  Yard,  88,  346.  Cape  May,  593.  Cat 
Hole  Pass,  Ct.,  137.  Crawford's  Cave, 
Ky.,  228.  Croton  Reservoir,  N.  Y.,  70, 
95.  Desert  of  Despair,  571,  Devil's  Hole, 
Bermuda,  360.  Flume,  N.  H.,  61,  576. 
Forest  of  Dean,  540,  (198).  Forks  of  the 
Kennebec,  Me.,  573-4.  Forty  Mile  Bush, 
N.  Z.,  568.  Forty  Mile  Desert  of  Nevada, 
476.  Furca  Pass,  532.  Great  American 
Desert,  477.  Great  Plains  of  Utah,  475. 
Hanging  Rocks  of  Newport,  loS.  High 
Bridge  on  the  Harlem,  70-72,  583.  Holborn 
Viaduct,  554.  Hoosac  Tunnel,  Ms.,  191, 
194,  488.  Horse  Shoe  Curve,  496.  Hudson 
River  Tunnel,  433.  Kittery  Navy  Yard,  101, 
246.  Laramie  Plains,  478.  Lewlstown  Nar- 
rows, Pa.,  496.  Lumy  Cavern,  Va.,  34S, 
381-3.  Mammoth  Cave,  231-2,  381-2.  Man- 
awatu  Gorge,  N.  Z.,  568.  Meeling  Pass, 
573.  Middlesex  Notch,  Vt.,  578.  Milldam, 
Boston,  106.  Norambega,  279.  Northern 
Maine  Wilderness,  575.  Obelisk  of  Alex- 
andria, 465.  Ottawa  Long  Soult  Rapids, 
338.  Ovens,  Mt.  Desert,  279.  Ox  Bow  of 
the  Conn.,  120.  Pack  Saddle  of  the  Cone- 
maugh,  496.  Paulus  Hook,  N.  J.,  168. 
Red  Desert  of  Wyoming,  477.  Royal  Dock- 
yard at  Bermuda,  3 58.  Shades  of  Death, 
Va.,  243.  Stony  Rises,  561.  Streatham, 
Plains,  561.  Weka  Pass,  568-9.  West  Shore 
Tunnel,  589.  Weyer's  Cave,  Va.,  382.  Will- 
iams Monument  at  Lake  George,  185. 


•Subscribers  to  book  are  marked  thus  (•). 

Adrian,  785.  i&>lu5,  769,  777.  Akron, 
784.  Albany,  679,  770.  Albert,  793.  Alle- 
ghany Co.,  772.  Allston,  766.  Alpha,  778. 
Amateur,  792.  Amherst  Coll.,  113.  Anfield, 
553,  557-8.  Ann  Arbor,  785.  Ararat,  561. 
•Arid,  775,  789.  Atalanta,  777.  Auburn,  785. 
Auckland,  794.  Augusta,  783.  Avondale,  784. 
Ballatat,  561,  793.  •Baltimore,  781.  Bay 
City,  7S9.  Batavia,  770.  Bath,  544.  Beaver 
Valley,  515,  778.  •Bedford,  97,  586,  770, 
775.  Belleville,  325,  793.  Belsize,  531-2,  541- 
a,  791.  Berkshire  Co.,  768.  Binghamton, 
318, 308,  770L     Birmingham,  783.     BirchfieM, 

790.  Bloomington,  786.  Bordelais,  56a. 
Boocobel,  768.  Boston,  25,  105-6,  109,  504-5, 
514,  516-18,  523,  525-6,  615,  656,  679,  766, 
793.  Brighton,  784.  Brisbane,  793.  Brix- 
ton, 554.  Bromley,  554.  Brooklyn,  97,  586, 
77O1  775-  Brunswick,  777.  Buckeye,  784. 
Buffalo,  771.  Calais,  765.  California,  789. 
Cambridge  Univ.,  544,  791.  Camden,  776. 
Canandaigna,    773.     Canonbury,    543,    554, 

791.  Canton,  778,  784.  Cape  Town,  bc^^. 
Capitol,  348,  376,  515,  590,  652,  782.  Carl- 
ton, 561-2,  Carmi,  786.  Cazenovia,  336, 
772.  Centaur,  543,  789.  Chambersburg,  778. 
Champion  City,  345,  7H5.  Chailestown,  767. 
Charlotte,  782.  Chatham,  772.  Chelsea,  679, 
767.  Chemeketa,  788.  Cheshire,  769.  Chey- 
enne, 7S8.  Chicago,  225,  396,  320,  519,  529, 
573.  679,  786.  Chrisichurch,  567,  653,  794. 
Cincinnati,  224,  784.  •Citizens,  96-7,  523, 
586, 6i2,  773.  City,  563,  767.  Clarence,  544. 
Clarion,  778.  Clearfield,  778.  Cleveland, 
326, 660,  784.  Cohoes,  772.  Coldwater,  7)^5. 
College  Hill,  784.  Colorado,  788.  Colum- 
bia, 776,  778,  783.  Columbus,  782.  Connect- 
icut, 769.  Cornell  Univ.,  772.  Cornetia,  770. 
Corning,   772.     •Cortlandt,   775.     Coventry, 

790.  Crescent,  783.  Dakota,  788.  D;.n- 
bury,  769.  Dayton,  784.  Delaware,  775. 
Derby,  769.  Detroit,  311,  322,  505,  785. 
Dorchester,  527.  Druid,  781.  Dunkuk,  772. 
Eaglehawk-United,  793.  East  Saginaw, 
785.  Elgin,  786.  Elizabeth,  164,  660,  776. 
Elmira,  772.  Elyria,  784.  Emporia,  788. 
Essex,  164,  777.  Eureka,  793.  Eurota,  787. 
Facile,  156.  Fall  River,  767.  Falls  City,  783. 
Faribault,  787.  Fitchburg,  767.  Florence, 
767.  Forest,  789.  Ft.  Schuyler,  776.  Ft, 
Wayne,  786.  Fostoria,  784.  Frisco,  787. 
Galveston,  783.  Garden  City,  493,  789.  Ger- 
mantown,  779.  Glen,  776.  Goderich,  789. 
Golden  City,  789.  Greenfield,  767.  Green- 
wich, 772.  Hackensack,  776.  Hagarstown, 
782.  Hamilton,  789,  793.  Harlem,  96,  586, 
772,  774.  Harrisburg,  779.  Haverford  Coll., 
779.     Haverhill,    767.     Haverstock,    538-41, 

791.  Heights,  97,  770.  Helena,  788.  Hen- 
derson, 783.  Hermes,  529.  Hobart,  563. 
Holyoke,  767.  •Hudson,  772.  Hudson  Co., 
776.  Huntingdon,  779.  Indiana,  785.  Indian- 
apolis, 786.  Indiannia,  787.  •Ixion,  96-7, 
164,  197,  524,  586,  667,  774.  Jackson,  785. 
Jamestown, 773.  Junior,  377,  781,  Kankakee, 
787.    Kansas  City,  787.     Kennebec  Co.,  765. 



Rent,  790.  Kenton,  7S3.  Kentucky,  783. 
Keystone,  780.  •King's  Co.,  97,  586,  770. 
Kingston,  789.  Kiswaukee,  786.  La  Crosse, 
787.  La  Fayette,  781,  786.  Lafayette  Coll., 
i73i  ^-  Lancaster,  779.  Laramie,  788. 
Lawrence,  514,  660, 768,  78S.  Lehigh  Univ., 
780.  Leroy,  772.  Lexington,  783.  Liverpool 
Cycle  Buglers',  791.  Lombard,  694.  Lon- 
don, 533, 544,  56S,  79t.  London  Scottish,  553. 
Long  Island,  97,  586,  771.  Louisville,  527, 
783.  Lowell,  517,768.  Macon,  782.  Madison 
Co.,  787.  Maiden,  768.  Manchester,  500, 
766.  Manhattan,  187.  Mansfield,  779.  Mar- 
blehead,  76S.  Marniion,  563,  794.  Mary- 
land, 590,  652,  7S1.  ^Massachusetts,  105-6, 
113,  258,  279,  504,  508.  5«»  S«7. 679,  767,  774. 
Massillon,  785.  Mauch  Chunk,  779.  Me- 
dina Co.,  785.  Melbounie,  558-9,  561-3,  706, 
793.  Memphis,  783.  Mercury,  772,  785,  7S7. 
Merid^n,  128,  138,  769.  Merrimac,  768. 
Metropolitan  of  Iowa,  787.  Middlesex,  554, 
567.  Middletown,  769,  77a.  •Milford,  768. 
Millbury,  76S.  Millville,  777.  Milwaukee, 
519,767.  Missouri,  7S7.  Monmouth  Co.,  778. 
Montclair,  777.  Montgomery,  783.  Montreal, 
330, 504, 790.  •Montrose,  779.  Morris,  776.7. 
Mountain,  779.  Nacionel,  790.  Nashua, 
508,766.  Nashville,  783.  New  Britain,  770. 
Newburg,  772.  New  Haven,  660,  770.  New 
Jersey,  777-8.  New  London  Co.,  770.  New 
Orleans,  500,  783.  •New  York,  24,  96,  504, 
586-7,  772-3.  Niagara  Falls,  775.  Nobles- 
ville,  786.  Nonantum,  768.  Normamby, 
793.  Norristown,  779.  North  Adelaide,  793. 
Northampton,  127,  76S.  North  Ix)ndon,  534, 
S43f  79^'  North  Otago,  794.  North  Road, 
557.  Oakland,  492,  789.  Old  Dominion,  783. 
Olean,  775.  Omaha,  788.  Orange,  509,  530, 
725,  768,  776-7.  Oregon,  788.  Oskaloosa, 
787.  Oswego,  775.  Ottawa,  327,  330,  789. 
Ottumwa,  787.  •Ovid,  660,  785.  Owl,  529, 
776.  Oxford  Univ.,  568.  Pahquioque,  769. 
Park  City,  783.  Passaic  Co.,  778.  Paw- 
tucket,  769.  Penn  City,  500.  •Pennsylva- 
nia, 589, 65a,  780.  Peoria,  783, 787.  Pequon- 
nock,  769.  Perth  Amboy,  777.  •Philadel- 
phia,  589,  652,  779.    Pickwick,  567.     Pilot, 

793.  Pine  Tree,   765.      Pioneer,   567,   569, 

794.  Port  Elgin,  315,  789.  Portland,  359, 
275,  766.  Portsmouth,  785.  Pottstown,  484, 
780.  Preston,  566.  Princeton,  787.  Prince- 
ton Coll.,  777.  •Providence,  769.  Ramblers, 
787,  789,  793.    Randolph,  315,  775.    Read- 

ing, 7S0.  Redfem,  565.  Rhode  Island,  121. 
Rochester,  775.  Rockford,  787.  Rocking- 
ham, 766.  Rockville,  770.  Rome,  201,  700, 
776.     Roselle,  77S.    Rovers,  784.     Rush  Co., 

786.  •Rutland,  766.  St.  Catherine,  326. 
St.  Cloud,  787.  St.  John,  790,  St.  Louis^ 
487,  785.    St.  Louis  Star,  787.    St.  Mary's, 

789.  St.  Thomas,  314,  789.  •Salem,  768. 
Salt  Lake,  7S8.  Sandhurst,  562.  San  Fran- 
Cisco,  4^9, 789.  Saratoga,  776.  Schenectady, 
776,  •Scranlon,  340,  780.  Seaside,  78a. 
Sefton  and  Dingle,  791.  Simcoe,  789.  Sit- 
tingboume,   7^.     Somerville,   768.     Sparta, 

787.  •Springfield,  114-15,  >49»  182,254,508, 
524,  547.  661,  768,  793,  799.  Stamford,  770. 
Star,  315,  351,  766,  768,  782.  Stoneham, 
769.  Surrey,  543,  547,  564.  Susquehanna, 
780.  Swallows,  791.  Sydney,  564,  793.  SjTa- 
cuse,  776.  Tasmanian,  563.  Taunton,  769. 
Temple,  547.  Terre  Haute,  786.  Thoni- 
dike,  766.  Titusville,  781.  Toledo,  785.  To- 
ronto, 31 9-3o,  789.  Tremont,  517,  767.  Tren- 
ton, 778.    Troy,  776.    Trumbull,  785.    Truro, 

790.  Turin,  700.  Tuskegee,  783.  Unadilla, 
772.  Valley,  785.  Valley  City,  785.  Ver- 
mont, 766.  Vernon,  772,  785.  Victor,  779, 
783.  Victoria,  560.  Waitcmata,  794.  Wake- 
field, 769.  Walden,  776.  Wanderers,  789. 
Wappingers,  776.  Warmambool,  559,  794. 
Washington,  374,  782.  Waterbury,  770. 
•Weedsport,  776.  Wellington,  794.  Wells- 
boro,  781.  Wes'.boro,  769.  Westminster,  78a. 
West  Point,  783.  Weymouth,  769.  Wheel- 
ing, 78a.  Whirling,  781.  Wilkesbarre,  781. 
Williainsport,  781.  Wilmington,  782.  Winni- 
peg* 790-  Winona,  787.  •Wood  River,  788. 
Woodstock,  789.  Woodstown,  778.  Wor- 
cester, 769.  Woronoco,  769.  Xenia,  785. 
Yale,  660,  770.  Young^own,  785.  Zane»- 
ville,  785. 


Greenfield,  L.  I.,  152.  Greenwood,  L.  L, 
90,  469.  Machpelah,  N.  J.,  84,  589.  Mt. 
Aubuni,  Ms.,  103.  National,  Pa.,  384'$' 
Pine  Hill,  Ms.,  lao.  Sleepy  Hollow,  N.  V., 
76.  Woodlands,  Pa.,  390.  Woodlawn,  N.Y., 
7«i  «38»  583. 


Chesapeake  &  Ohio,  12,  39,  32,  39,  51  >  339- 
345.  Conn.  River,  180.  Delaware  &  Hud- 
son, 44.  1S9,  340.  Erie,  8,  28,  32,  57,  197- 
308,  316-17,  488.  Juniata,  496.  Morris,  173, 
307.    Raritan,  167, 173.  Susquehanna,  377-8. 



TteB  fonowing  list  is  dengned  to  give  the  family  name  of  every  pencm  mentioned  id  this 
book,  and  also  of  many  who  are  alhided  to  without  being  named.  References  to  such  allusions 
are  cadoasd  in  parenthesis.  Quotation-marks  cover  pseudonyms  and  names  of  fictitious  per> 
•oWk    The  star  (*)  points  to  bi;thdays.    The  list  contains  1476  names  and  3126  references. 

Ajoob,  177-S,  619-31, 614*  627,  Ixxxiv. (604, 
107.  7^)-  Abbott,  556,  $95.  Abercrombie, 
iS$.  Ackerman,  404-  Adam,  444,  568,  645, 
684,  7201  Adams,  100,  113,  149,  177,  217, 
»«.  33 »»  53S,  553-4,  557-«»  M/-  "Adoles- 
cens,"  500.  **iEacas,"  305.  "Agonisles," 
690.  Ahem,  5J2.  Albert-£dward,  469*7  <• 
Albone,  557-S.  Albutt,  645.  Aldrich,  431. 
Afexander,  jji.  "Alsamon,"  641.  Allan, 
S92.  Albn,  15  f,  186,  339,  34S,  554.  674.  6H8. 
AUey,  627,  657.  Aim,  •6aS.  "Amaryllis," 
443.  Amss,  134.  Amhent,  ta;,  185.  Amis, 
610.  Amm^n,  35a.  "Ananias,"  349,  495. 
Anderson  (232X  And:rton,  537.  Andr^,  76, 
80.  i6>  Andrews,  645.  App,  500.  Apple- 
ton,  65,  81,  87,  96,  100,  155,  198,  431,  434. 
411-13,  TCKX  Applsyard,  4,  554,  557.  Archi- 
bald, 470*  Aristides,  718.  Arming,  564. 
Armstrong,  466.  Arnold,  15,  169,  30},  728. 
"'Arry,"  641.  Ash,  564.  Ashby,  347.  348. 
Ashmead,  646.  "Asmodsus,"  14.  Atkins, 
«»».6SS.  677.  Atkinson,  645, 693.  Atwater, 
teS  (180,  423,  722-3).  Aub:,  458.  Aurelius, 
466.  Austin,  •ftaS.  Aiiten,668.  Auty,  644- 
Avery.  674.  Aycrs,  ♦518-9,  SJ«,  594.  •627-8. 
675.  7i6(^>jX 

"Baby,"  553,  558.  Bacon,  173.  Baedeker, 
893,  640.  Bagg,  183,  201,  209-10,  610  (f3o-T, 
733-3X  Bagot,  560, 696.  Bailsy,493-  Baird, 
f6o,  668  (630).  Baker,  •4S7.  Baldwin,  3S4, 
578,  5S2,  609,  658  (395).  Bale,  696.  Ball, 
554.  Ballantyne,  635.  Bancroft  (23,  406, 
736).  Baney,  610.  Bannard  (2).  Baquie, 
6*8.  Bar,  607.  "Bard,"  506.  Bardeen, 
(213).  Bardw^ll,  610.  Barkman,  ^530,  584-5, 
597»  6»5t  655,  677.  Barlow,  561.  Barnard, 
631.  Barnes,  323, 600, 635,  *668-9.  Bamett, 
»J5f  245.  6o>  Barrett,  609.  Barrick,  376. 
Barrow,  553, 689.  Barthol,  551-2.  Bartlett, 
*386,  62S.  Barton,  201,  210-11.  Bartram, 
S6«>645(369X  Ba8hall,6|5.  '*  Basil,"  215-16, 
(437-8).  Bas3one,  700.  Bason,  562.  Bassett, 
•$35,  ^637,  663-5,  675  (603,  639-30,  704,  711). 
Baatian,  500.  Bates,  314,  3>9-3o,  *so5,  610, 
6sff ,  636, 639, 633 ,  657  (311, 673).  Batchelder, 
S7S»  ^76>7.  Bat^hman,  244.  Baxter,  soi, 
6eo,6s7-    Bayley,63S.    Bayliss,  546.    Beach, 

77, 188.    Beal,  •doS.    Beasley,  599.    Beaaley, 

553.  Beck,  554.  Beckers,  575.  Beckwith, 
•627,666-7,675(633).  Beddo,(233).  Becbe, 
609.  Beecher,  403.  Beers,  99,  108,  136,  177, 
187,  4G6,  577,  701  (737,  733).  Beekman,  585. 
Bcgg,  635.  Bell,  •529,  553.  Belcher,  658. 
Benassii,  698.  Benjamin,  355, 483, 66t.  Ben- 
nett, 492,  561,  627.  Benson,  530.  Bcntley, 
499  (>3i)<  Benton,  510.  Bemhard,  154. 
Bemiyer,  698.  Bettison,  530.  "  Bibliopil," 
699.  Bidwell,  96,  586,  574,  627-S.  Bien, 
174-5.  Biederman,  661.  Bigelow,  523,*657. 
Biglin  (36S-9).  Bingham,  645,  651,  70a 
Binns,  4S3,  '543.  Bird,  393.  Bishop,  431, 
559.  563-4.  652,  728.  Bittenger,  643.  Black, 
561.  Blackball,  635.  Dlackham,6s8.  Black- 
well,  542,  554.  Blacqne,  83.  Blaine.  (726). 
Blake,  •628.  Blanchard,  646.  Blatchford, 
113.  Blcy,  •493.  Blyth,  658.  Blythe,  635. 
Bogardus,  493.  Bolton,  548,  6S3.  Bonami, 
69S.  "Bones,"  431.  Bonnell,  62S.  Booth, 
493.  632.  Borrow,  4)6.  Bosworth,  658. 
Bouchette,  331.     Bouchisr,   562.     Boiiidon, 

554.  Boustcd,  634.  Bowen,  221-2,  563,  588, 
677.  Bowles,  115,  '546.  Bowman,  158,  492. 
Braddock,  243.  Bradford  (463,  607X  Brad- 
ley, 254,  579-  Bradney,  645.  Brady,  174. 
Bragg,  228.  Brevoort,  611.  Brewster,  370, 
591,627,643,657.  Bridgman,  •ssi,  Brierlcy, 
330,  634-5,  ^669.  Briggs,  119,  559,  563. 
Brigham,  114.  Bristed,  •727.  Bristol,  658. 
Broadbent,  562.  Brock,  382,  545.  Brockett, 
177.  Brooke,  609,  645.  Brooks,  679  (412). 
Bromley,  176.  Brown,  141,  170,  177,  185, 
384,  471.  •537,  543.  553,  557,  600,  627,  6S0. 
"  Brown,"  92,  499,  502, 605,  718.  Browning, 
655.  Bruce,  470,  *62S.  Brunelleschi,  429. 
Bryan,  700.  Bryant,  3 16,  667,  700.  Bryson, 
645-  "Bucephale,"  238,  242.  Buchanan, 
686.  Buckingham,  555  (363).  Budds,  565. 
Buell,  228,658(121,  181,  191,  197).  Buik,645. 
"BuflF,"  424.  Bull,  221,  222,  "402,"  587, 
5S8,  591,  627,  677  (215,  217).  Bullinger,  100. 
Bunce,  700.  Btinner  (36,  44, 246,  727).  Bur- 
bank,  16,  III,  506,  673,  677.  Burchard (460). 
Burgoyne,  127,  186.  Burke,  737.  Bum,  645, 
652,  665, 695.    Burnett,  645.    Bumham,  530, 



675,  693.  Burr,  157.  Burrill,  617.  Bars- 
ton,  55S-9,  560.  Burt,  63a.  Bury,  647,  6S7. 
Busby,  598.  Butcher,  1 14,  127,  135,  147*  32o> 
3"»374,  500.  506-S,  511,  517,  5»9-ai,  524,526, 
528-30  (714).  Butler,  208,  517,  554,  627. 
Buzzard,  560.  "  Byng,"  428.  Byrou  (1, 224). 
Cable,  331.  Calddeugh,  645.  Callahan, 
493.  Callan,  '545.  Callander,  553.  CaWer- 
Icyi  34,  4^,  47>'  Calvert,  560.  Cameron, 
iv.  Campbell,  127, 330,  488.  Campling,  537. 
Canary,  47,  133,  693.  Candleman,  383.  Can- 
field,  2 15.  Candy,  *628.  Cann,  547.  Caples, 
492.  Carl,  101.  Carley,  610.  Camun,  326. 
Carney,  573.  Carpenter,  643.  Carroll,  631. 
Carter,  144, 384,  560.  Carver  (259,  274,  286). 
Cary,  542, 681, 731.  Case,  73,  583, 646.  Cas- 
•6)1,687.  Castiglione,  280.  Catherwood,  657. 
"  Cerberus,"  458.  Chadwick,  158.  Chamard, 
628.  Chambers,  652,  675.  Cbampe,  169. 
Champlain,  1S5.  Chandler,  128,  370,  673 
(25,  261).  Chase,  628,  658.  Chapin  (464). 
Chatfield  (405).  Chatham,  444.  Chickerlng, 
322.  Child,  577.  Childs,  389.  Chinn,  112, 
655,677(258,281).  Christopher,  646.  Chubb, 
315.  Church,  524  (726).  Churchill,  656,  663, 
672,  678-9,(428.).  Cist,  352.  Clapp,  627,  727. 
Clare,  331.  Cbrk,  132,  589,  610,  627,  643 
(475)-  Clarke,  244,  560,  570,  581,  628,  678-9 
(168,727).  Clay,  243,  342.  Clegg,  689.  Clem- 
ens (i  v.,  356,  640).  "  Clericus,"  688.  Qeve- 
land  (547,  726).  Close,  645.  Cobb,  106,  109, 
646.  Coddington,  631.  Coe,  114.  Coffee, 
668.  Coffin,  628.  Cole,  559, 650.  Coleman, 
646.  Coles,  610.  Coleridge,  14,  280.  Col- 
lamer,  590,  627.  Collins,  *i28, 138, 315, 668-9, 
683.    Colombo,  61  f.     Coh,  464.     Colion,  99, 

"3.  »49,  158.  «77.  «87,  a93,  3ai,  3Sa.  575i 
577-9,  58 1,  590.  Columbus,  429  (3).  Colvin, 
211.  "Com us,"  706.  "Condor,"  506.  Conk- 
Hng,  643.  Conway,  553,  557.  Cook,  159,  174, 
3»6,  •493.  553,  609,  645,  675,  687.  Cooper, 
«7o,  553,  555,  5'^,  645,  686.  Copland,  564, 
696  Corbin,  137, 658.  Corcoran  (422).  Cor- 
dingley,  686,  690-1.  Corey,  321,  •627,  •679. 
Comwallis,  169,  186,  238.  Corson,  22,  ^52 5, 
577,  655,  •670-1  (257,  267,  269-71).  Cortis, 
4,  6S4.  Coselino,  493.  Costentenus,  239. 
Coster,  635.  Cotterell,  644.  Coventry,  683. 
Couch,  645.  Courtney,  519,  543,  645.  Cous- 
ens,  645.  Couser,  •197.,  324.  Cowen, 
490.  Cowles(42i).  Cowper,4o6.  Cox,  320, 
J5»,  538,  560-1.  Coy  (400).  Craft,  118,  579, 
|8a    Craigte,  645.    Craigin,  488.    Cramer, 

501.  Crane,  67a  "Crapaud,"  141.  "Cia- 
poo,"  141.    Crawford,  228,  59a     Crawshay, 

645.  Cripps,675.  Crist,  675.  Crocker,  61a 
Croll,  559.  Crooke,553,S57.  "Crookshanks," 
489.  "Crorcroran,"  42a.  Crosby,  609.  Cross- 
man,  376.  Cruger,  194.  "Cruncher,"  41a 
"Crusoe,"  V.  "Cuff,"  506.  Cummiogs,  627. 
Cunard,  59s.  Cunningham,  aai,  503,  517, 
5*3,  653,  656,  666-7,  7i2«  Cupples,  112,  113, 
655.  "Curl,"  407-25.  Currier,  iia.  Cur- 
tain, 491.  Curtin,  645.  Curtis,  519.  Cutten, 

"  Daggeroni,"  439,  439-  Dagucrre,  431 
Dalton,  *504,  655, 674-  Dana,  403.  Daniel, 
553,  558-  Daniels,  407.  Dante,  429.  Dar- 
nell, *244,  496,  589.  Davies,  645.  Davis, 
«7,  403,  563,  698.  Day,  127,  281,  •sw,  557, 
5S1,  658  (258,  272,  277).  Dean,  325,  526,  60a, 
663-5  (7'9)-  Dear  (379).  De  Baroncelli,  645, 
651,  688,  •698-9.  "De  Bogus,"  429,  439- 
De  Civry,  552-3,  697,  699.  Decrow,  133. 
"  Dedlock,"  466.  De  Forest  (45a,  724,  rayX 
Defoe  (v.).  De  Garmo,  400.  De  Gline,  700. 
De  Ligne,  645.  Delisle,  611.  Delnionico, 
611.  "  De  MoIIetts,"  4^9, 439-  Demosthenes, 
457,  724-    "Densdeth,"  429.     Derrington, 

646.  De  Senana>ur,  468.  Destree,  561.  De 
Villers,  699.  Dickens,  349, 466,  728  (354,  4«o. 
724).  Dickinson,  90, 344,  51a.  "  Dido,"  30$. 
Diederich,  679.  Dieskau,  185.  Dignam,  669. 
Dimock,  293  (274,  2S6).  Dinsmore,  666. 
Diogenes,  14.  Disraeli  (724).  Dixoo,  493. 
Dodge,  610,  657.  Donly,  330,  598,  •634,  655, 
669,677.  Doolittle,*3i9,  •634.  Dorion,  336. 
Dorr,  366-7.  DouUeday,  352,385.  Doughty, 
154.  Douglass,  330,  390.  Downey,  389, 
61a  Dowling,  •sai.  Downs,  658.  Draper, 
43  <,  470.  Draucker,  609.  Dray,  646,  651. 
"Dreeme,"  429,  431,  438-41-  Drew,  501, 
507,  512.  Drullard,  573.  Drummond,  646. 
Drury,  688.  Drysdale,  356.  Dubob,  •6a7, 
697,  699.  Ducker,  •524,  •561,  580,  615,  631, 
655,  661-2,  675,  693,  710.  Duncan,  552,  558. 
687, 697,  •699.  Dunn,  625, 627-8.  Dunsford, 
567.  Durrant,  687.  Duryea,  388,  Duy- 
ckinck,  434.  439-     Dwight,  127. 

Bager,  634.  Eakin,  669.  Eakins,  330-1, 
634.  Early,  347.  Eastman,  577.  Easton, 
639.  Eddy,  327.  Edlin,  4.  Edward,  223. 
Edwards,  499,  564,  645.  695,  696  (706), 
Efendi,  481.  Egali,  481.  Egan,  667  (154). 
Egleston,  578.  Ehrlich,  217.  Eldred,  114, 
•377,  378.  •  "  EUas,"   679,    Elixabeth,  453- 



£!ffler,  603.  Elwcll,  •sso,  573,  574,  •ea? 
(»S7,  269.  3S3-4,  358,  3621  36s.  3WJ-70)-  E'/, 
187,  526»  643,  660  (3S6).  Emerson,  731,  733. 
EmpsGn,56o.  Engleheart,  553.  EngUsli>6io, 
646,675.  Enslow,  351.  Eutler,  610.  Erics- 
toD,  593.  Ernberg,  3S9.  Emst,  697.  Ers- 
kine.  6S4.  Ethcringtou,  $24,  *546-S,  648, 6S5, 
*689,  693-3.  Euripides,  466.  Evans,  2x1, 
3»-».  334,  37S,  609,  645,  669  (385).  Evans, 
724(464)>  Everest,  •bsS.  Everett  (179, 189, 
Z91).     Kverts,  581.     EwcU,  347. 

"Fied,"  534,  543,  55«.  641, 643,647.  Fair, 
.553.  FairfieJd  (109, 714).  Falconer,  555, 686. 
Faraday,  403.  Farnsworth,  559.  Fair,  527. 
Fanan,  685.  Farrar,  575,645.  Farrell,  597, 
6a8.  Farrington,  517,645.  Favre,69S.  Feldt- 
mann,  645.  Fell,  553,  628.  Fenoglio,  70a 
Fenirick,  635.  Ferguson,  62S.  Ferris,  470. 
FesBenden,  323.  Field,  80.  Fields,  15.  Fink- 
Icr,  ^  492.  Fish  (2;6).  Fisher,  345,  660. 
Fisk,448.  Fiske,«ii3,i42,*522.  Fitton,566. 
567.  Flaglor,  475.  Flei2,6i2.  Fleming,  245, 
$00,657.  Fletcher,  553, 556-7,646.  Florence, 
344*  Floyd  (214).  Folger,  370.  Fontaine, 
284, 523.  Foote,  559.  Force,  352.  Fortner, 
558.  Foster,  93,  513,  635,  655.  •667,  674, 
679,  Foiilkes,  56a.  Fourdrinier,  663,  •665. 
Fowler  (224).  Fox,  636,  688^,  693  (474). 
Franklin,  386,  70a.  Fraser,  329,  553.  Frazer, 
J3'i  645.  Freer,  aoi.  Fremont,  421.  Fri- 
bttig,  J29.  Fuller,  574, 645  (410),  Fumivall, 
675.    Fussell,  685.    Fyffc,  560. 

Gadd,  645.  Gade,  570.  Gaines,  c  r. ,  379. 
Ganage(464).  Gambitz,  494.  Gamble,  553, 
55&  Gambrinus,  612.  Garfield,  93,  724. 
Garrard,  '698.  Garrett,  282, 688.  Garrison 
(708X  Gates,  1 1 8-9,  183,  186,  579,  587. 
Gault,  560-1.  Gcbert,  6^.  Geddes,  559-60. 
"Gce8ee,"28i.  Genslinger,  •670.  George, 
**7i  S^i,  5^4>  Getty,  610.  Gibb,  645. 
Gibbes,66&  Gibbs.sst,  367.  Gibbons, 691. 
Gibion,  489,  493,  625.  Gifford,  658.  Gil- 
bert, 562  (465).  Gill,  137,  560,  683.  Gilman, 
>36.  y*3.  507,  57^*  •6j7,  643,  663-4,  666.  Gil- 
^^t  347-  Gimblette,  646.  Giotto,  429. 
Glen, 650.  Gnaedinger,  634.  Goddard,  402-3, 
673.688.  Godet,  355.  Gostze,  21.  Golder, 
$5i<  Goldsmith  (iv.).  Goodman,  326, 615, 
^S,  655,  675.  Goodnow,  •527.  Goodwin, 
1»»  •535-7,  543.  553-4,  558.  Gordon,  244, 
3».  Gorman,  244.  GormulIy,683.  Gomall, 
696.  Gorringe,  465.  Gorton,  546.  Gossett, 
5H-    Gould,  79.    Gowdy»   527.    Goy,  688. 

Goyne,  562.  Grace,  96.  Gracey,653.  Grant, 
465,  724-5,  729,  73«.  Graves,  114,  119.  3*4, 
530,627.  Gray,  561.  Greatrix,  325.  Greeley, 
AVh  727-  Green,  138,  621,  646.  Greene, 
327,  352.  Grecnsidcs,  561.  Gregory,  348, 
564.  GrifEn,  646,  683,  6S5,  689,  690.  Griffith 
(384).  Griggs,  609.  Grimes,  581.  Groom, 
645.  Grout,  545.  Guemey,  553.  Gulick, 
•627,  Gumey,  644.     Guy,  552. 

"Hal,"  618.  Hale,  731.  Hall,  75,  236, 
560  U^O.  Hallam,  559,  563-4.  Haisall,  657. 
Hamel,  330.  Hamerion,  309,  446,  468-9,  731 
(722).  Hamlin  (202,  727).  Hamilton,  658, 
675,687.  Hand,  340.  Handford,  560.  Han- 
Ion,  403.  Hansman,  348-9.  Harding,  127, 
187-8.  ••  Hardrider,"  506.  Harman,  554. 
Harper.  158,  242,  355,  390-«f  402-4,  475.  4«3i 
700.  Harrington,  41.  Harris,  164,  627-8, 
643.  645  (v.,  24,  321,  380).  Harrison,  328, 
553*  5631 663-4.  Harrod,  236.  Harston,  560. 
Hart,  526,  589,  620,  645,  655,  •660,  674,  678. 
Haslctt,  *638.  Haskell  (733).  Hathaway, 
6a8  (259).  Hawley,  658.  Hay,  645,  695. 
Hayes,  236,  322,  539,  •540.  543.  S8i,  •627. 
Haynes,  217,  546,  625.  Hazleton,  559-60. 
Hazlett,  114,  121,  U*),  244,  3»4,  506,  5»3-M, 
518,  67s  (102,  179, 673).  Heald,  154.  Heard, 
645,  679.  Heath,  503,  628,  685,  656.  Heck- 
man  (2S9X  "  Hcep,"  424-5.  Helraer,  216. 
Hemmenway,  •517.  Hendee,  629,  675,  693 
(123,  254)*  Hepinstall,  314,  319.  Herbert, 
645.  Hernu,  546,  555.  Herrick,  472  (195, 
295).  Herring,  597.  Hesketh,  645.  Hether- 
ington,  330.  Heymer,  574.  Hibbard,  598, 
627,  655,  679.  Hicks,  528-9.  Hipgins,  336 
(239)  High,  351,  484,  Vs.  498,  552,  589-90. 
675.  Higinbotham,  529.  Hildebrand,  645. 
Hill,  III,  153,  401,  500,  627.  Hillier,  547-8, 
643,  6S6-7,  689-90,  692-3,  694.  Hills,  557, 
639,645.  Hinchcliife,  645.  Hitchcock,  675. 
"Hoad,"  398, 400-1.  Hoadley,  400.  Hodges, 
664,674,704(67-18).  Hodgin8,695.  Hodg- 
man,  562.  Hoffman,  333.  Hoff master,  an. 
Hogg,  628,  645,  649,  695.  Holcombe.  323-4- 
Holland,  513,  527,  5S1,  728.  HoUister,  492. 
Holmes,  645.  Holt,  429,  439(703).  Holton, 
610.  Homer,  390, 430.  Hooker,  347.  Hope, 
560.  Horsman,  100.  Houghton,  386,  402, 
504,  658.  Housser,  635.  Hovey,  201.  How- 
ard, 127,  348,  453,  542,  5«9,  •550, 666-7,  681-2, 
(198,320,659).  Howell,  675.  Howells,  215, 
428.  Howland,  *656-7  (659).  Howitt,  404. 
Hubbard,  482,  696.     Hudson,  185.     Hughes, 


S53i  64S>  Hugo,  439.  Hull,  539.  Hume, 
561,  565.  Humphrey,  352.  Hunt,  222  (304)- 
Hunter,  *670, 675.  Huntingdon,  677.  Hunt- 
ington, 582, 625,  628.  Huntley,  675.  Hunts- 
man, 557.  Hurd,  402.  Hurlbert  (431,  44X1 
463,  720-1). 

lUlBgworth,  64s.  Imboden,  347.  Ingall, 
S99>  645.  Inwards,  6S9.  Iliife,  548,  550, 
648,  684-S7, 689-92, 694.  Irons,  646.  Irving, 
79.  Irnk-in,  559,  •6aS.  "  Isabel,"  215-6 
(427-8).  Ives,  67S-  "  Ixion,"  508,  673,  688. 
"Jack,"  4«o-a5-  Jackson,  347,  643. 
Jacques,  698.  Jacquin,  611.  Jacquot,  651, 
699.  Jaman,  347.  James,  432,  545.  Jarrold, 
683.  Jarvis,  •486.  Jefferaon,  339,  351,  435. 
Jeffery,  683.  Jeffries,  546.  Jenkins,  •187, 
•3a7i  330,  559i  567-8.  ^627,  635,  •666-8,  677 
(617, 619,  704-8).  Johnson,  185,  323,  347,  35»» 
408,  4a7»  4361  470,  508,  513,  5S8,  625,  •628, 
643.  645. 677,  679,  765  (161).  Johnston,  470, 
634.  "Jonathan,"  402.  Jones,  69,  283-4, 
538.  •539.  627,  645,  684,  719  (36S).  Joshua, 
733'  JosHn,  •197  (2a,  107,  171).  Joy,  560. 
Judd,  582,  685,  *689,  692.  *'  Juggernaut," 
444.    Jumel,  72.     "  Jupiter,"  688. 

Kam,  ^34.  Kattell,  218.  Keam,  562. 
Keefe,  561,  565.  Keen,  547,  686.  Kehh. 
Falconer*  555-  KeMogR.  493-  Kelly,  690 
(706).  Kftmble,  728.  Kemmann,  697.  Ken- 
daD,  112,  526,  •627,  675,  686,  Kendrick, 
f 8s.  Kenworthy,  645.  Kerr,  598.  Kerrow, 
553.  Kershaw,  526.  Ketcham,*i97.  Kider- 
Ic^t  553-  Killits,  349.  Kinch,  588,  658. 
King,  1 13,  X26-7, 672, 698.  Kirkpatrick,  •627, 
677.  Kirkwood,  575.  Klugc,  675.  Knapp, 
67s.  Knight,  562, 64s,  688.  Knowlton,  336. 
Kno;K,  ^628, 658.  Knox-Holntes,  645.  Koch, 
$54.  Kohont,  553.  Kolp,  •340.  Kostovitx, 
48r,  551.  Kron,  23,  48,  63,  279,  326,  367. 
526,  671,  679,  706,  720.  Knag,  523.  Kurtz, 
668.     Kusel,  •524. 

Ladlsh,  671.  Lafon,  156.  Laing,  645. 
Laird,  628.  Lakin,  378,  508,  526-8.  Lalle- 
reent,  139-42,  394.  Lamb,  114,  434.  Lam- 
son,  17,  22,  4«.  45.  6«6,  714  (260.1,  269, 
S73).  Landy,  675.  Lane,  330  (399).  Lang, 
686,  722.  Langdown,  *569.  Langer,  697. 
I^ngley,  •sso,  635  (319).  Lansdown,  327. 
Lansing,  656.  Larette,  693.  Larkin,  127. 
Lathrop,  127.  Lawford,  504.  Lawrence, 
93i*95'  Lawton,*627.  Lazare,666.  "Lean- 
der,"  a  16.  Lee,  558,  679.  Leeson,  645. 
Leete,  132.    L^ger,  699.    Lennox,  s54-5f  645, 

686.  1^0(714).  Leonard,  6o>  Leslie,  323. 
Lester,  559.  Letts,  681-2.  Leweliyo,  55^ 
Lewis,  7,  •524,  628,  631,  652,  696  (463X 
Lillibridge,  128,  57S.  Lincoln,  127,  422,  447, 
465f  724-5-  L»n«.  554.  Lippincott,  i,  168, 658* 
702.  Lister,  560.  Little,  471,  561,  68a 
Livingston,  594,  627  (714).  Lloyd,  151,  553. 
Locket,  645.  Logan,  609,  645.  Long,  560. 
Longfellow,  430.  Longman,  687.  Lcng- 
streth,  618.  Loomis,  527.  Lord,  237.  Loid- 
ing,  561.  Leasing,  700.  Louis  (24).  Lovci^ 
ing,  525,  679.  Low,  523,  548,  659,  6S9,  •690. 
Lowiy,  569.  Luke,  645.  Lyne,  566,  696., 
Lsron,  218.     Lynns,  470. 

MacavUy,  ^527.  McBride,  319,  634. 
McCall,  378.  McCandlitth,  548,  689,  •691X 
McCann,  527.  McCaw,  326.  McOcilaa 
(422).  McClintock,  680.  McClure,  515,656, 
65S  (702).  McCbok,  228.  McCormack,  523. 
McCray,  655.  McDonnell,  128,  138,  149, 
237.  «48p  325.  388,  484,  508-13,  5»5-»7,  5«9-a«W 
5*4.  527-30,  553.  569.  575.  7«4.  McGarrett, 
114,631.  "McGillicuddy,"  433.  MacGowaa, 
>97,  579.  Mclnturff  (345,  383).  McKee, 
41.  McKenzie,  660.  Mackey,  100.  Mo- 
Maniis,  611.  McMaster,  186.  McMillan, 
587.  McNathan,  67a  McNeil,  582.  Mo- 
Nicoll,  598.  MacOwen,  619, 674.  Macown, 
325.  McRae,  652.  Macredy,  640,  645,  65a, 
695.  McTigue,  315.  Mac  William,  548, 689, 
693.  Maddox,  645.  Mahan,35i.  "Mahlier," 
422.  "Major,"  658.  Manny,  666.  Marcfae* 
gay,  698.  "Maigery,"  506.  Markham,  223. 
Marriott,  553-5,  557, 646, 685.  Marsden,  627. 
Marsha],  578.  Marston,  659.  Martin,  281, 
564,  652.  Marvin,  *66o,  675,  687.  Mason, 
>».  323.  523.  SS9>6o,  645.  681-2.  Mathews 
(438, 457-6 1 )■  Malheys,245.  Matthews,  500, 
587.  Maveety,  323.  Maxwell,  245,  50a 
May,  567.  Maynard,  610.  Mayor,  553. 
Mead,  164,  *5o9.  Meagher  (422).  Meeker, 
493.  Menzies,  686.  Mercer,  553,  557,  606. 
Merrill,  198,  401,  476,  *492*  609.  Mershon, 
678.  Meyer,  547,  645-  Meyers,  668,  67S-ft. 
MIdgely,  iii,  •513,  515  (258,  274,  276-7,379). 
Miles,  672.  Miller,  244,  561,  '627,  634,  643, 
655.  *75.  679  (338,  630).  Milner,  542-3,  599. 
Mills,  492,  553,  555-8,  645,  686  (v.,  338,  630). 
Mitchell,  645.  Mobley,  242.  Moigno,  698. 
Monk,  645.  Monod,  400-a.  Montcalm,  185. 
Moody,  560,  652.  Moore,  172,  a  10,  say,  535, 
548,  554-5. 685, 689,  •690, 691-3  (729).  Moor- 
house,  557.    <Moraii,  245.    Morgarn,  499,  610. 



Moli^re,  712.  Morley,  645*  Morrb,  645, 
683.  Moniaon,  177,  535^  670,  693.  Morse, 
43«,  434. 470-  Moftby,  347, 379-  Moses,  733. 
Mott,  470,  561.  Mountfort,  567.  Mudd,  637, 
66&  Mudge,  663-4>  Munger,  3210,  675. 
Mimroe,  19S,  61 5,  626,  627,  710  (24).  Myers, 
«45.  500.  •590.  62S,  •67S. 

Nadal,  447-9  (444»  7*0-  Nairn,  540,  551, 
616,639-90,692-3.  "Nauiicus,"  6»4.  Need- 
ham,  564.  Neibon,  675.  Nelson,  660.  Neu- 
hofiEer,  562.  Neve,  6S6.  Newcastle,  470. 
Newman,  186.  Nicholson,  175.  Ninimo, 
560.  NUb:c,69S.  Nix,  553.  Nixon,  554-6. 
Noab,  V.  Noon,  153.  Norris,  567,  610. 
Northrup,  5S7.     Nungesser,  83.     Nunn,645. 

(yBrlen,39i,6sS.  "  Octopus,"  690.  Og- 
den,  193.  Oliver,  627,  645,  666-7.  Ollapod, 
6)6.  Olmsted,  93,  95,  335>  O'Mara,  327. 
0*Neil,  327.  Ord,  645.  O'Reilly,  657. 
O'Rottrke,  171.  Orr,  635.  Osbom,  197. 
Osbonie,  660.  O^ood,  15,  293,  3S6,  504, 
575.  577-  Oiis,  674.  Overman,  662-5,  676, 
679.     "Owl,"  667.    Oxborrow,  538,  553, 555. 

Padman,  5-50-61.  Page,  493-*4.  574»  57S, 
589-90.  Pagis,  651,  69S.  Pagnioud,  699. 
Psibter,  S67-9L  "Pakeha,"  566,  569.  Pal- 
ii«y»  352,  3Sd.  Palmer,  149,  5S9,  628,  6S7. 
Pftngboni,  345-  Paritschke,  697.  Park,  678. 
Parker,  105,  56a,  569,  610.  Parmely,  579. 
Pannenter,  48S.  Parry,  793.  Parsons,  127, 
*5i6-i7, 616, ^627.  Patch,  167, 2 15-16.  Pater- 
•on.  S3'.  539-401  5«2,  6S1.  Pattison,  645. 
Patton,5<x>,*67o.  Paul,  "44a."  588.  Payne, 
634,  6SJ-3.  Pcabody,  515.  Peacock,  23. 
Pean.5S3-  Pearce,686.  Peavey,576.  Peck, 
lOQ.  Peirce,627.  Pellecontre,  698.  Pelton, 
332.  Pennell,  530,  6i6,  627, 655, 687.  Percy, 
loa  Perham,  •515,  573  (257,  277,  279). 
Perigo,  100.  *'  Perker,"  5 16,  567.  Perkins, 
61S,  645.  Perreaux,  698.  Peterkin,  645. 
Peters,  290- ».  67a.  Pettengill,  628,  799(375. 
377).  Pettce  (260, 276).  Petter,  645.  Phelps, 
16&  PhOip,  6S2.  Philiips,  20S,  379,  *55o, 
577.  639,  645,  646,  656,  658,  683  (258,  277). 
Phtlpoc,  646,  65a  Piatt,  527.  Pierrepont 
(464i  Pick,  541.  Pickering,  394.  400-5. 
577,  693.  Pickett,  386.  "  Pickwick,"  280. 
Pitcher, 327.  Pitman,  523.  Pittr444X  Place, 
513.  "Podwinkle,"  506.  Polhill,  50a  Polk, 
660.  Pool,  643.  Pond,  346.  Pope,  24,  106, 
3a3-4»  474.  657-9,  664-5,  673.  675,  678,  •680, 
7oa-3»  711-14.  Popovitz,  481.  Porter,  122, 
M$A  '79.  as*  («73),  J^  Post,  •6a8. 

"Potiphar,"  433-  Potter,  584,  •637.  643, 
64s.  67s.  •680  (630).  Power,  176,  3  IS.  Pow- 
ell, 348,  645.  Pratt,  106,  III,  139,  147,  •50s, 
581,  615,  625-7,  643.  656-9.  663-4,  666-7,  669, 
672,  675,  678,  688-9,  703  (a4,  619,  65S-9,  70a, 
714).  Preble,  610.  Preecs,  567.  Prcssey, 
671.  Prial,  •666.  Price,  307, 341,  646. 
Prince,  470,  525,  675,  693.  Proudfoot,  559. 
Prout,  646.  Putnam,  139,  625,  637.  "Quashi- 
boo,"  444. 

Baddiff e,  430.  Raleigh,  571.  Ra]l,*628. 
Ralph,  154.  Rand,  674.  Ranken,  645. 
Rankine,  698.  Ray,  500.  Read,  627.  Reed, 
370,  656,  65S.  Reeves,  660.  Regamey,  698. 
Reidesel,  127.  "Remus,"  v.,  34, 38a  Renan, 
472.  Rennert,6o>.  Reve'.l,  249, 542-3.  Rey- 
nolds, 527-S,  ^533,  553*4>  646,  696.  Rhodes, 
675.  Rice,  564  (24,  35).  Rich,  193,  675. 
Richard,  698.  Richards,  *678.  Richardson, 
62,  63,  231,  646,  658,  6S5.  Ridielieu,  459. 
Rideing,  243.  Rideout,  *49o-i.  Ridgway, 
571.  Ridley  (310).  Rielly,  327.  Rifat,  48a. 
Uigoley,  698.  Ritchie,  172,  507,  511,  523. 
Rittenger,  697.  Roach,  316.  Robbins,  645. 
Roberts,  446,  468,  541.  543,  563-4,  599,  645-6, 
6S7.  Robinson,  "44,"  646,  *' 719,"  Roche- 
foucauld, 727.  Rockwell,  609,  656,  663,  673, 
67&-9.  Roether,  315.  Rogers,  3 18,  474,  575, 
•628,  632,  *67i.  Rollins,  499.  Ronaldson, 
561.  Rood,  197.  Roorbach,  164(173).  Roose- 
velt, 657  (455).  Root,  680.  Ropes,  352. 
"Rosalind,"  439.  Rose,  489.  Rosenbluth, 
395.  Ross,  579,  •627,  635.  Rothe,  •515. 
Round,  687.  Rousset,  *553-3.  Rowe,  543, 
629,675.  Roy,  330.  Roylance,  646.  Rucker, 
646.  Rugg,  565.  Ruggles,  598.  Rumney, 
646.  Rushworth,  ^545.  •  Russell,  553,  696. 
Rust,  138  (581).  Rutter,  599,  646.  Ryrie, 

Bage,  i47>  St.  Germains,  470.  Salsbury, 
544.  Sandham,  379,  348,  5»»-»a  (258,  374). 
Sargeant,  164.  Saveall,  646.  Savile,  646^ 
Sawtell,  377,  378.  Sawyer,  679.  Schaap, 
628.  Scherer,  628.  Schmied,  697.  Schu- 
macher, 592.  Schwalbach,  586.  Scott,  414, 
4»a,  5*7(393,  7a7>-  Scribner,  346,  35a,  43». 
SOf ,  570, 655,  65S,  6S7.  Scrutton,  646.  Scud- 
der,  658.  Searlc,  646.  Seely,  ^348,  687. 
"Selah,"  154.  Senseney,  677.  Serrell,  177. 
Service,  567.  Servoss,  113.  Seward,  734. 
Seymour,  333.  Shafer,  316.  Shakespeare, 
407  (4»9).  Sharp,  529,  671, 691.  Shays,  127, 
147.    Sheam,  324.    Sheffey,   484.    Shelley, 



454,  468.  Shepard,  114,  527,  588  (70S). 
Sheppee,  646.  Sherburne,  578.  Sliernian, 
344,  3;o,  488  (101,  209-10,  334).  Sheriff,  500. 
Sherriff,  646.  Shields,  *628.  Shiznroin,  561. 
Shiptou,  643-4,  C46,  6S7,  691.  Sholes,  594, 
627.  Shriver,5S7.  Siddall,  718.  Sider,646. 
Sidney,  466.  Silberer,  697.  Sill,  vi.  Simp- 
son, 100,  646.  Singer,  696.  Skinner,  370, 
569.  Skoglund,  560.  Slocum,  503.  Sloper, 
564.  Smiih,  71,  "92,"  X12,  iiS,  126-7,  '76, 
182-3,  »23, 366, 43a»  493»  499»  5«». 509. 523.  560, 
579.  589.  "607,"  646,655,671,  691,  "718." 
Snell,  152.  Snicker,  344,  383.  Snow,  6S7. 
Socrates,  466.  Solcy,  351.  Solomon,  343. 
"Solon,"  477.  Somers,*52o-2i.  Souleiman, 
481.  Spalding,  100,  499,  508.  Spead,  575. 
Spencer,  554,  685,  6S7.  Spicer,  560,  652. 
Spinner,  208.  Spofford,  96.  Spong,  564. 
"Spot,"  410.  Spraker,2oo.  Spurrier,  •684-5, 
688.  Stabler,  376,  497  (373)-  Stables,  684. 
Stacpoole,  646.  Stall,  323-4,  378,  675  (371, 
386).  Stanton,  336,  50S,  546,  547,  564-5,  609. 
Stork,  186, 366.  Starkey,56i.  Stead,  600, 642, 
646.  Steffner,  500.  Sieiger,  100.  Stephen, 
733.  Stephenson,  *539.  Stevens,  48,  15S, 
ao4,  305,  *4  73-84,  •55»,  55a,  558.  S70-2,  599, 
655,  657,  668,  675,  698.  Stevenson,  560,  598. 
Stewart,  152,  244-  Stiles,  403.  "Stillflecl," 
428-9.  Stillman,  450.  Stoddard,  185-7,  211, 
525,679.  Stokes,  559-60,  674.  Stone,  321-2. 
525,  661,  671.  Stoner,  646.  Stoney,  646. 
Story,  560.  Streeter,  ii.  (727).  Strotip,  176. 
Strong  (402).  Slruihers,  112.  Stunncy,525, 
•548-9,  643,  6S4-6,  690,  692.  "Stuyvesant,** 
433.  Suberlie,  699.  "Suchaplace,"  446.  Sul- 
livan, 158.  Sumner,  609.  Surprise,  "628, 
632,  *67o.  Sutton,  554,  646.  Swallow,  •128, 
Sweeney,  612.  Swcetser,  127,  293  (577). 
•  Swiss,  138.  Sylvester,  520.  Symonds,  529. 
Snyder,  100. 

Tagart,  553.  Taintor,  198.  Tanner,  639. 
Tate,  583.  Tatum,  520.  Taylor,  168,  295, 
344.  •52*>i  609.  TeRetmcier,  531,  534,  542-3, 
558,  599  (v.).  Teller,  196.  "  Telzah,"  102, 
179,506,575,673.  Tennyson,  673.  Terront, 
4,  547.  Terry,  626-7.  Thatcher,  400.  Thayer, 
576,672.  Theodore,  611.  Thomas,  244,400, 
546,646.  Thompson,  202,  206,  216,  55^,  561, 
663.  Thomson,  646.  Thorbum,  599.  Thome, 
559-60.  Thomfeldt,  562,  565,  696.  Tibbils 
(131).  Tibbs,  330,  631,  646,  669.  Tichener, 
218.  Ticknor,  293.  Tift,  hvy.  Tilden,  79 
(464).    Timms,  504.     Tinker,  680.    Tisdale, 

635.  "  Titanambungo,"  535.  Titus,  658.  To- 
bias, 646,  "679."  Todd,  589,  646  (633). 
Tolstoi,  7:9.  Tonkin,  562.  Tonnet,  699. 
ToBcani,  700.  Tough,  652.  Townsend,  669. 
Townson,  646.  Tracy,  505.  TrigweU,  540. 
Trocdel,  696.  Trow,  100.  "  Tulkinghom," 
466.  Tupper,7a8.  Turner,  558.  Tun;eneff, 
728.  Turrell,  646.  Twain,  iv.,  356,  640W 
"Twiddle,"  506.  Twiss,  138.  Tyler,  laS, 
«35.  »38,  •«49,  510,  581,  •627. 

Upham,  112-13,  578,  655.  Upstill,  56a. 
Undercuffler,  387.  Under^'ood,  508.  Ure, 

Vail,  171.  Vanderbilt,  33,  156,  185.  Van- 
derveer,  90.  Van  Loan,  187.  Van  Sicklen, 
321,  519,  •627,  675  (630).  VarJet,  651.  Var- 
ley,  646.  Vamey  (257,  274).  Vaux,  95,  666. 
"Velox,"  688.  Verhoeff,  •235.  Vermeule, 
176.  Victoria,  471.  Viele,  94.  Viltard,  651. 
"Viola,"  439.  Viollet,  698.  "Virginia,"  44a. 
Virtue,  570.  Vivian,  322.  Vogel,  552.  "Von 
Twillcr,"  433. 

Wade,  646.  Wagner,  80.  Waite  (464,  726). 
Wainwright,  625  (597).  Wales,  93, 94,  469-70^ 
Walker,  112-13,  559,  562,  646,  651,  679,  697. 
Wallace.  609.  WaUer,  4,  547  (i3o).  WaUey 
(372).  Wallis,646.  Walmcsly,  554.  Walter- 
mire,  49a.  Wapple,  489.  Warburton,  543. 
Ward,  658  (730).  Waring,  553.  Wame,  685. 
Warner,  286, 646,  683.  Warren,  55S.  Wash- 
ington, 25,  72,  74,  77,  "7,  143,  163,  171,  186, 
i97i  350,  367.  39',  434,  702.  Wassung,  643. 
Waterljouse,  557,627.  Waterman,  516,  559. 
Watson,  112,  154,  554.  Way,  635.  Way- 
mouth,  646.  Wayne,  389,  609.  "  Wealthy," 
506.  Webb,  352,  554.  Webber,  655,  *674-5. 
Weber,  351-2, 629, 675.  Webster,  320-  Wedg- 
wood, 470.  Weitz,  315.  Welch,  628  (294, 
401).  Welford,  570,  644,  687-S,  691.  WeUs, 
6a8.  Wenley,646.  Went  worth,  631.  West, 
320,  325.  Weston,  504,  643-4,  646,  •656-7, 
663-4,676-7,712.  Westbrook,  634.  Wester- 
velt,  114,  182-3,  321.  Wetmore(i75).  Whar- 
low,  ^543.  Whatton,  "544,  646.  Wheatley, 
599.  Wheeler,  650, 655, 666-7, 674.  Wheler, 
3S5.  Whipple,  ir4,  182-3.  Wlntall,  520. 
Whitcomb,  592.  White,  201,  244,  526,  559, 
598,  674  (238-9).  Whiting,  •! 38-9,  676.  Wig- 
glesworth,  646.  Wilcox,  666  (94,  702).  Wild, 
542.  Wilkinson,  677,  210, 628.  William,  723. 
Williams,  95.  185,  316,  530,  558,  577,  •582, 
652,  673, 693  (107,  258,  272, 275-*,  45»)-  Will- 
iamson, 684.    WiUiaon,638.   Willoughby,  570, 



fc»7.  Wilson,  loo,  38a,  525,  534,  558,  690, 693 
(294).  Winchell,  114.  Winthrop,  429,  431, 
439.443.610.  Wistor,  627(354).  Witty,  400, 
Wood,  158,  172,  175,  177,  317,  377-8,  383, 
•j88^,  400,  498»  562,  584.  S93»  625,  '627,675-7 
{644).  Woodburn,658.  Woodman,  530.  Wood- 
roofe,  635.  Woodruff,  334.  Woods,  646. 
Woodside,  499,  675.  Woodward,  198.  Wool- 
worth,  148.  Worraley,  241.  Worth,  390, 
609.    Wragge,  560.     Wright,  18,  23,  93,  ^628, 

I  643,  646,  660,  665,  674,  677. 

I  Xmophon  viii. 

TappleweU,  538.     Yates,  •519-30  (386). 

^  Yopp,  638.     "Yorick,"    402.    Yorke,    687. 

Young,  105,  '535,  •556,  575,  646, 655, 679, 686. 
Yoongman  (387). 

7jM*harlM,  713  (170-1.  i74f  192-3)-    ^^h, 
333.    Zimmerman,  638.    Zmertych,  551.    Zu- 

i  bowite,  558. 

I  Contributors*  Rbcords. 

(Mrs.)  J.  H.Allen,  354.    E.  Ash,  564.  B. 

B.  Ayere,  •518.     G.    W.    Baker,  •487.  A. 

B.  Barkman,  •530.  E,  G.  Bamett,  345.  H. 
Barthol,  551-2.  J.  M.  Barton,  201.  A. 
Bas««,  •sss-  C.  D.  Batchelder,  575-6.  L. 
J.  Bates,  505-6.  J.  W.  Bell,  •sag.  P-  L. 
Benihard,  154  W.  Binns,  •543.  R.  O. 
Bishop,    563.     H.     Bkickwell,    554.    J.  L. 

j  Bley,  •493.     A.  M.    Bolton,    549,  6S3.     W. 

Bowies,  •546.     W.  J.  Bowman,  492.     G.  L. 

I  Bridgraan,  •550.     C.  P.   Brigham,  377.     G. 

R.  Broatlbcnt,  562.  F.  W.  Brock,  545.  J. 
W.  M.  Brown,  •537.  G.  L.  Budds,  565.  H. 
(illan.  •545-  W.  W.  Canfield,  215.  W. 
CoUios,  •128,  138.  J.  K.  and  T.  B.  Con- 
way, 553,  557.     F.  R.  Cook,  •493.    J.  Cop- 

I  land,  •564-5.     E.  H.  Corson,  525,  577.     H. 

C.  Courtney,  544-  M,  W.  Couscr,  •197.  W. 
I  F.  Grossman,  376.  R.  C.  Cox,  560-1.  J.  G. 
I            Dalton,  •504.     W.  W.  Darnell,  •244.     P.  C. 

Darrow,  xcii.  S.  H.  Day,  •512.  J.  S. 
j  Dean,  526.     P.  E.  DooHttle,  •319.     B.  W. 

Doughty,  154-  J.  D.  Dowling,  •521.  S.  B. 
'  Downey,  389.     F.  E.  Drullard,  574.     H.  E. 

Ducker,  •524.  A.  Edwards,  565.  F.  A.  El- 
I  dred,  •377.     H.    Etherington,   •546-8.      W. 

P.   Evans.   378.     I.  K.   Falconer,  555.     W. 

Farrington,  517.     H.  C.  Finkler,  489-92.     G. 

F,  Ftske,  113,  142,  •522.    J.  Fitton,  567-8. 

W.  T.  Fleming,  245,  500.     L.  Fletcher,  554, 

557.    C.   E.  Gates,   587.    A.   Gault,   560-1. 

W.  V.   Gilman,  •507-     S.  Goldcr,  551.    C. 

M.  Goodnow,  527.  H.  R.  Goodwin,  •336-7, 
554.  C.  H.  R.  Gossett,  554.  L.  B.  Graves, 
1 14.  T.  F.  Hallaro,  563.  H.  B.  Hart,  526. 
A.  Hayes,  •540-1.     F.  D.  Hclmer,  216.     E. 

A.  Hemenway,*5i7.  C.  H.  Hepinstall,3i4. 
W.  E.  Hicks,  528.  H.  J.  High,  •485.  C. 
Howard,  *sio.  W.  Hume,  561.  H.  Jarvis, 
•4S6.  F.  Jenkins,  ^187.  F.  M.  S.  Jenkins, 
•327. 330-  H.  J.  Jenkins,  568.  H.  J.  Jones, 
•538-40.  J.  T.  Joslin,  •197.  C.  D.  Ker- 
shaw, 526.  R.  Ketcham,  •197.  A.  J.  Kolp, 
•340.  I.  J.  Kusel,  •524.  W.  H.  Langdown, 
569-70.    C.  Langley,  •530.    J.  Lennox,  554-5. 

B.  Lewis,  •524.  C.  H.  Lyne,  565-6,  696.  J. 
D.  Macaulay,  •527.  R.  H.  McBride,  319. 
G.  P.  MacGowan,  197.  T.  R.  Marriott, 
554-5.  557-  E.  Mason,  •523.  R.  D.  Mead, 
•509.  G.  B.  Mercer,  553,  557.  F.  T.  Merrill, 
49a.  T.  Midgely,  •513-15.  A.  E.  Miller, 
344.  G.  P.  Mills,  •555-8.  A.  Nixon,  554.5. 
J.  F.  Norris,  567.  H.  C.  Ogden,  198.  A. 
H.  Padman,  560-1.  W.  B.  Page,  ^494-9, 
573-8.  R.  W.  Parmenter,  488.  G.  L.  Par- 
meley,  579.  A.  S.  Parsons,  •516.  E.  F. 
Peavey,  576.  J.  and  E.  R.  Pennell,  530. 
W.  L.  Perham,  •sis.     R.  E.  Phillips,  ^550. 

C.  E.  Pratt,  •sos.  H.  R.  Reynolds,  jr., 
•533-4-  A.  C.  Rich,  193.  E.  and  W.  Rideout, 
•491.  A.  E.  Roberts,  563.  R.  P.  H.  Rob- 
erts, 541.  S.  Roether,  315.  A.  S.  Roorbach, 
164.  W.  Rose,  489.  T.  Rothe,  •sis.  P. 
Rousset,  ^552.  J.  F.  Rugg,  565.  G.  H. 
Rushworlh,  •545.  T.  S,  Rust,  138.  F.  Sals- 
bury,  544.  E.  E,  Sawtell,  '377.  L.  W. 
Seely,  348-9-  M.  T.  Shafer,  216.  F.  W. 
Sherburne,  578.     H.  P.  and  G.  H.  Shimmin, 

561.  E.   R.   Shiplon,  691.    T.  B.  Somers, 

•520.    S.  G.  Speir, .    C.  Spencer,  554. 

J.  W.  Stephenson,  ^529.  G.  T.  Stevens,  551. 
T.  Stevens,  •473-84,  570-2.  H.  Sturmey, 
548-9.  F.  O.  Swallow,  128.  F.  P.  Sy- 
monds,  529.  J.  E.  R.  Tagart,  553.  (J.  J. 
Taylor,  •520.  E.  Tegetmeier,  531-3.  G.  B. 
Thayer,  576.  R.  Tliompson,  216.  R.  A. 
andT.  H.Thompson,  561.     M.  Thonifeldt, 

562,  565-6,  696.  C.  E.  Tichener,  218.  N. 
P.  Tyler,  128,  138-9,  ^Mg,  •sio.  N.  H.  Van 
Sicklen,5i9.  J.  M.  Verhoeff,  ^235-7.  J.  S. 
Whalton,  •544.  H.  T.  Whailow,  •543.  J. 
H.  Whiting,  138.  F.  E.  Van  Meerbeke. 
xcv.  H.  &  W.  J.  Williams,  316.  H.  W. 
Williams,  •511-12.  W.  W.  Williams,  5^8. 
A.  J.   Wilson,  •534-5.     H.  S.  Wood,  •388. 


C.  C.  Woolworth,  •148.  F.  E.  Yates,  •519. 
A.  Young,  *%^S'    I-  Zmertych,  551. 

Journalism  op  thb  Wheel. 
The  history  of  cycling  journals  and  books 
may  be  found  between  p.  653  and  p.  700,  and 
most  of  the  following  references  are  within 
those  limits, — fuU-faced  type  showing  the 
more-important  ones : 

Algemeine  Sport-Zeitung(Ger.),  697.  Ama- 
teur Athlete (N.  Y), 619-20, 667-8.  Ameri- 
can Bicycling  Journal,  26, 504, 534, 643, 66i>-6, 
664,  687,  725.  American  Wheelman  (St. 
Louis),  528, 654,  671-2,  716,  799.  Archery  & 
Tennis  News,  663, 668.  Archery  Field  (Bos- 
ton), 658-9, 663, 668-9.  Athletic  Nevk-s(Eng.), 
693.  Athletic  News  &  Cyclists*  Journal 
(Eng.),  638.  Athletic  World  (Eng.),  688. 
Australasian,  696.  Australian  Cycling  News 
(Melbouroe),  558,  562-5,  652,  654,  665-6, 
706.  Australian  Cyclist  (Sydney),  564,  686. 
Australian  Sports  &  Pastimes,  696.  Bicy- 
cle (Hamilton,  Ont.),  66r.  Bicycle  (Mel- 
bounie),  695.  Bic>'cle  (.Montgomery,  Ala.), 
660, 670.  Bicycle  (N.  Y.),  660.  Bicycle  & 
Tricycle  Gazette  (Eng.),  638.  Bicycle  Ga- 
zette (Eng.),  688.  Bicycle  Herald  (Spring- 
field, Ms.),  672.  Bicycle  Journal  (Eng.), 
687-8.     Bicycler's  Record  (I.awrence,   Ms.), 

660.  Bicycle  Rider's  Magazine  (Eng.),  688. 
Bicycle  South  (New  Orleans),  654,  670, 67a. 
Bicycling  New.s(Eng.),  541-2,  544,  548-9.  S57i 
683,  687-8,  689-80,  693-5.  Bicycling  Times 
&  Touring  Gazette  (Eng.),  547-8,  688,  692. 
Bicycling  World  (Boston),  23,  27-9,  74,  92, 
101-2,  104-5,  io7i  m>  iM>  121,  128,  150,  152, 
157, 161-2,  164, 171,  179,  181, 199,202,  214,217, 
238,  249,  251,  253,  281,  314,  322,  340,  487-9, 
492-3,  500,  503-4,  506,  50S-12,  514,  5»7-»8, 
522,  525-6,  530,  553,  573»  575-6,  578,  591,  600, 
602-4,  615-18,  629,  643-4,  656-9,  662-5,  666-7, 
669,671-2,  673,  67s,  677-80,  683-6,  684-5,  702, 
704,  798.     California  Athlete  (San  Francisco), 

661,  688.  Canadian  Wheelman  (London, 
Ont.),  315.  3i9»  32».  326,  599,  635,  643,  654, 
660,  669-70,  707.  Cleveland  Mercury  (O.), 
660.  Cycle  (Milford,  Ms.),  660,  666,  678. 
Cycle  (Boston),  664-5,  798.  Cycling  (Cleve- 
kind),  245.  526,  660.    Cycling  (Eng.),  6SR-9, 

691.     Cycling  Budget  (Eng.),  .     Cycling 

Times  (Eng.),  6S6,  689, 798.  Cyclist  (Eng.), 
534,  537.  54",  548-9,  55»-*.  5S4»  S68,  599,  684, 
687-94.    Cyclista  (Hun.),  697,    Cycliste  Beige 

(Bel.),  70a  Cyclist  &  Athlete  (N.  Y.),  663. 
666,  668-9.  C.  T.  C  Gazette  (Eng.),  S99. 
63M4, 651-2,  687-S,  691,  694-5,  798.  Cydos 
(Eng.),  688.  Elizabeth  Wheelmen  (N.  J.). 
660.  Field  (Eng.),  531.  Hamilton  Bicyde 
(Ont.),  661.  Hamilton  Wheel  Journal  (O.), 
660.  Illustrated  Sports  (Eng.),  695.  Ingle- 
side  (San  Francisco),  609,  661,  672.  Irish 
Cycling  &  Athletic  News  (Dublin),  654,  695. 
Irish  Cyclist  &  Athlete  (Dublin),  640,  652. 
654,  685.  Ixion  (Eng.),  688.  Journal  des 
Sports  (Bel.),  700.  Land  &  Water  (Eng.), 
642,  695.  L.  A.  W.  Bulletin  (Phila.),  310-11, 
323,  388,  500,  572,  578,  583-90,  594,  614,  618, 
620-21,  624-6,  629-30,  633,  635,  654,  661, 
662,  665,  668,  674,  679,  707-8,  717,  720. 
M aandblad  (Dutch),  700.  Maine  Wheel,  66 1. 
Mechanic  (Smithville,  N.  J.),  522,  577,  671. 
Melbourne  Bulletin  (Yict.),  696.  Midland 
Athletic  Star  &  Cycling  Nci»"s  (Eng.),  6S8, 
695.  Mirror  of  American  Sports  (Chicago), 
672.  Monthly  Circular  of  C.  T.  C.  (Eog.). 
636,  691.  N.  C.  U.  Review  (Eng.),  648, 650. 
New  Haven  Bicycle  Herald,  660.'  N.  t. 
Referee,  696.  Olympia  (Eng.)  .  Out- 
ing (Boston),  105,  108, 114,  121,  149,  198,  244, 
279,  282, 320, 323,  330,  474-8,  481-4,  504,  5o<>. 
511,  512,  526,  534,  599,  600,  657-9,  674-5, 
678.  Outing  (N.  Y.),  57».  655,  669.60,  668. 
Pacific  Wheelman  (San  Francisco),  67a,  799. 
Pastime  Gazette  (Chicago),  672.  Philadel- 
phia Cycling  Record,  245,  485,  522,  526,  660, 
674.  Radfahrer  (Ger.),  552,  651,  6$6.7, 798. 
Recreation  (Newark),  600,  654,  663,668-9. 

Referee  (Eng.), .     Revue  V^locip^dtque 

(Fr.),  698.  Revista  Velocipedistica  (It.),  700. 
Revista  degli  Sports  (It.),  700.  Scottish  Ath- 
letic Journal,  695.  Scottish  Umpire  &  Cy- 
cling Mercury  (Glasgow),  695.  Southern  Cy- 
cler (Memphis,  Tcnn.),  654,  670,  672,  707. 
Spectator  (St.  Louis).  323,  672.  Sport  (/r.), 
695.  Sport  (It.),  70a  Sport  &  Play  (Eng.X 
695.  Sport  du  Midi,  699.  Sporting  & 
Theatrical  Journal  and  Western  Cycler  (Chi- 
cago), 672.  Sporting  Life  (Eng.),  693.  Sport- 
ing Life  (Phila),  666,  672.  Sporting  Mirror 
(Eng.),  689.  Sportsman  (Pittsburg),  67a. 
Sportsman  (Eng.),  686.  Sport  V^ocipMique 
(Fr.),  651,  69S.  Springfield  Wheelmen's  G». 
zette,  42,  64,  129,  255,  294,  323,  333.  353.  37«. 
39I1  485.  487,  49«.  49'i  5o'*»  5«9,  524.  5S8,  6oj, 
605.  610,  660,  661-2,  668,  676,  693,  706-7. 
Siahlrad  (Ger.),  70a  SUr  Advocate  (E.  Rocb- 



eiter,  N.  H.),  SaS,  579,  654-5.  «©•!»  707. 
Seed  Wheel  (Ger.),  70a  Tidniog  for  Idrott 
<Swe.),  7«>-  Tireur  (Fr.),  69^  Tricycling 
Jcmrnal  (Eng.),  545*  600,  654,  685-6»  <t90-l. 
Tricydist  (Eng.),  543-4,  547.  555.  654,  686, 
010,692.  V<cio(Fr.),699.  Viloco  (Fr.),  699. 
Vfloc2  Beige  (Bel.),  699.  Vfloceman  (Fr.), 
69>.  Vaocc  Sport  (Fr.),  699.  V^locc  Sport 
et Vdloceman  R^uinis,  xcH.  Velociped (Ger.)> 
6$i,  697.  V^locipMe  (Grenoble,  Fr.),  699. 
V£odplHlc  (Paris,  Fr.),  698.  VdlodpMe  11- 
Iintri  (Fr.),  6>8.  V<Slocip^dIe  Beige  (Bel.), 
699.  V^ocip<Sdis  Illustrie  (Fr.),  69S.  Ve- 
lodpedisi  (N.  Y.),  698.  Vclocipedist  (Ger.), 
697.  Velodpedsport  (Ger.),  697, 699.  Veloci- 
pedo  (Sp.),  700.  Vd'.o  Pyrdn^n  (Fr.),  651, 
699.  Vermont  Bicycle  (W.  Randolph),  578, 
654,973.  Vitesse  (Fr.),  699.  Wayfarer  (Eng.), 
«di.  Western  'Cyclist  (Ovid,  Mich.),  660, 
669, 67*.  Wheel  (N.  v.),  53,  74,  93,  96,  109, 
114,  laS,  xjS,  154,  161,  164,  187,  I97.*»5iai7. 
M4.  3»o.  326,  34if  3S2,  4871  489.  492-3,  500. 
5M.  504,  5 » 7.  523.  529*  568,  574-5.  583,  5S5A 
589-90, 604-7.  619,  O43, 666-7, 669, 699,  704-5, 
707,  70S,  713,  79>  Wheeling  (Eng.),  524, 
538,  M7-S,  5S3-5i  564.  572,  6q2,  6a8-9,  639.41, 
647-5 1,  662,  6S3-4.  636,  699-90,  693-5,  700, 
707,  719.  79S.  Wheel  Life  (Eng.),  690-92, 
694,  706.  Wheelman  (Boston),  t,  34-5,  30, 
13.  35-6,  42,  49,  62,  82,  106,  IIS,  139-40,  155. 
159^  3o8-9,  334,  346.  255,  258, 268,  270, 277, 
279,396,314,348,  388,  390,  399,  495.  504, 
506-7,  5»2-i5,  5«7-*8,  522-3,  555.  631,  656-9, 
661, 673, 679,  69s,  697,  702,  703,  720.  Wheel- 
men's Gazette  (Springfield),  558,  559,  561, 
566,  579,  617-18,  619,  631,  654,  662,  674, 
706-7,  708-10,  799.  Wheelmen's  Record 
(Indianapolis),  xcii.  Wheel  World  (Eng.), 
3X>,  475.  548,  647,  657,  685,  688,  689-91, 692, 
694,  798.     Vale  Cyclist,  660. 

Editors^  -xxfriterSt  artidi^  publishers  and 
fruiters  0/  the  foregoing :  American  News 
Co.,  660,  669.  G.  Atkinson,  693.  J.  De* 
Arie»te,xcii.  J.  W.  Auten,  668.  H.  C. 
Bagot,  6^/6.  Baird  &  Co.,  668.  H.  S.  Bale, 
696.  J.  W.  Barnes,  66S-9.  H.  A.  Barrow, 
689.  R.  B.i&i!onc,  700.  A.  Bassett,  663-5, 
T04,  70S.  L.  J.  Bates,  506,  657,  673.  S. 
Baxter,  600,  657.  N.  M.  Bcckwith,  666-7. 
B.  Benjamin,  661.  Bicycling  World  Co.,  664, 
685.  C.  A.  Bicderman,  661.  P.  Bigelow, 
657-9.  B.  Bonami,  697.  J.  S.  Brierley,  669. 
W.  A.  Bryant,  667.    E.  H.Bum,695.    (Miss) 

M.  H.  Catherwood,  657.    Central  Press  & 

Pub.  Co.,  666.    Chatto  &  Windus, .     B. 

Clegg,689.  W.F.Coffee, jr., 668.  W.Cole, 
650.  E.  R.  Collins,  668-9.  J.  Copland,  696. 
C.  Cordingley,  691.  Cordingley  &  Sharp,  691. 
E.  H.  Corson,  6;^>-i.  Cycling  Pub.  Co., 
666-7.  Cyclist  Printing  Co.,  668.  P.  C.  & 
G.  S.  Darrow,  xcii.  J.  S.  Dean,  663-4.  E. 
De  GJiue,  700.  P.  De  VilJi5rs,  699.  J.  B. 
Dignain,  669.  B.  W.  Dinsmorc  &  Co.,  666. 
C.  R.  Dodge,  657.  H.  B.  Donly,  669.  H. 
E.  Ducker,  661-3, 706-7.  H.  O.  Duncan,  699. 
C.  Drury,  688.  W.  G.  Eakins,  669.  T.  A. 
Edwards,  695-6.  F.  A.  Egan,  667.  A.  Ely, 
jr.,  660.  H.  Etherington,  6S9-90,  693-3. 
Evangelist  Co.,  673.  W.  K.  Evans,  669.  V. 
Fenoglio,  700.  C.  H.  Fisher,  660.  Fleming, 
Brewster  &  Alley,  657.  E.  Foreslier,  69S. 
S.  C.  Foster,  667.  C.  W.  Founlrinier,  663, 
665.  C.  J.  Fox,  688,  693.  T.  F.  Garrett, 
6SS.  C.  H.  Genslingcr,  670.  A.  Gibbons,  691. 
A.  H.  Gibbes,  668.  W.  E.  Gilman,  663-5. 
W.  V.  Gilman,  666.  P.  GomaJl,  696.  H. 
H.  Griflin,  6^9-90.  L.  Harrison,  663-4,  C. 
E.  Hawley,  65S.  Hay,  Ntsbet  &  Co.,  695. 
G.  L.  Hillier,  547-8,  689-90,  693-4.  E.  C. 
Hodges  St  Co.,  664.  J.  G.  Hodgins,  695. 
J.  R.  Hogg,  628,  695.  C.  J.  Howard,  666-7. 
W.  B.  Howland,  656-9.  E.  W.  Hunter,  670. 
Iliffe  &  Son,  548,  689-93.  Iliffi  &  Stur- 
mey,  690.  J.  Inwards,  689.  L.  G.  Jacques, 
698.  F.  Jenkins,  666-7,  704-8.  H.  A.  Judd, 
689,  693.  H.  A.  King,  673.  W.  C.  King, 
698.  K.  Kron,  720.  D.  M.  Kurtr,  668.  L. 
C.  S.  Ladish,  671.  C.  Langer,  697.  P.  B. 
Lansing,  656.  M.  Lazare,  666.  W.  H. 
Lewis,  653,  696.  E.  A.  Lloyd,  690.  F.  P. 
Low,  548,  6S9-90,  693.  S.  Low,  Marston  & 
Co.,  659.  W.  McCandlish,  6S9-90.  J.  F. 
McClure,  656  9.  S.  S.  Mcaure,  656-9.  J.C. 
McKcnzic,  660.  G.  D.  McNathan,67o.  R. 
J.  Macredy,  653,  695.  W.  McWilliam,  548, 
689,  693.  C.  O.  Manny,  666.  W.  C.  Mar- 
vin,  660.  C.  L.  Meyers,  668.  S.  Miles,  673. 
G.  Moore,  692.  T.  Moore,  548,  6S9-90,  693. 
A.  G.  Morrison,  690, 693.  F.  X.  Miidd,  660. 
A.  Mudge  &  Son,  663-4.  C.  W.  Nairn,  6S9-90, 
693.  H.  E.  Nelson,  660.  E.  Diver,  666. 
W.  N.  Oliver  &  Co. ,  666.  Oliver  &  Jenkins, 
666-7.  M-  M.  Oj^bome,  660.  Outing  Co., 
659.  H.  Pagis,  698.  F.  Pagnioud,  699.  A. 
Paritschke,  697.  S.  M.  Pallon,  670.  R.  L. 
Philpol,  650.    J.  S.  Phillips,  656-9.    Picker- 


ing  &  Davis,  69S.  R.  H.  Polk,  660.  A.  A. 
Pope,  659.  Pope  Mfg.  Co.,  657-9.  C.  E. 
Pratt,  656^,  663-4,  667.  F.  P.  Prial,  666. 
C.  W.  Reed,  655,  658.  C.  S.  Reeves,  660. 
F.  M.  Riitiuger,  697.  Rockwell  &  ChurchiH, 
656.  J.  S.  Rogers,  671.  T.  Roosevelt,  657, 
660.  £.  J.  Schmied,  697.  E.  R.  Sliipton,  691. 
V.  Silbjrer,  697.  C.  B.  Smith,  691.  C.  F. 
Smith,  xcii.  J.  T.  Smith,  671.  H.  B.  Smith 
Machine  Co.,  671.  Springfield  Print.  Co.,66i- 
2, 675.  W.  J.  Spurrier,  6S8.  T.  Stevens,  655. 
W.  F.  Stone,  661.  H.  Sturmsy,  690, 692 .  L. 
Suberbic,  699.  W.  L.  Surprise,  670.  L.  P. 
Thayer,  672.  W.  H.  Thompson,  663.  H.  S. 
Tibbs,  669.  C.  Toscani,  700.  Tonnet,  699. 
C.  H.  Townsend,  669.  C.  Troedel  &  Co., 
696.  T.  H.  S.  Walker,  697.  W.  D.  Wel- 
ford,  6S8,  691.  F.  W.  Weston,  653,  655, 
663.4.  A.  D.  Wheeler,  666-7.  Wheelman 
Co.,  656-8.  Wheel  Pub.  Co.,  666.  J.  Wjl- 
cox,  666.  B.  Williams,  693.  A.  J.  Wilson, 
690,673.  W.  M.  Wright,  660,  665.  Vaux& 
Co.,  666. 

"  Literature  of  the  Wheel,"  058-700. 
A.  B.  C.  of  Bicycling,  655,  67S.  Abridg- 
ment of  Velocipede  Specifications,  550.  Ad- 
vantages of  Cycling,  67S.  Agent's  Guide, 
The,  679,  6S5.  Almanach  des  V^locipMes 
for  '69,  69S.  Almanach  du  Vdlocipide  for 
'70-'7i|  698.  Almanach  Illusir^de  la  Veloci- 
p^dic  pour  '84,  699.  Amateur  Bicycle  Re- 
pairing, 678.     American  Bicycler,  The,  504, 

672,  703.  Annuaire  de  la  Vdlocipidie  Pra- 
tique, 699.  Around  the  World  on  a  Bicycle, 
474»  655,  657,  698.  Athletes,  Training  for 
Amateur,  684.  Athletic  Club  Directory  for 
'82,688.  Australian  Cyclists'  Annual,  The, 
696.  Australian  Tour  on  Cycles,  An,  565, 
696.  Autograph  Book,  Palmer's,  687.  Bet- 
ting I^aw,  Cyclists*  Liabilities  as  regards  the, 
685.  Bicycle  Annual  for  '80,  Tlie,  686,  692. 
Bicycle-Buch,  697.  Bicycle  for  '74,  The,  687. 
Bicycle,  The  Modern,  685.  Bicycle,  A 
Pocket  Manual  of  the,  687.  Bicycle  Primer, 
679.  Bicycle  Ride  from  Russia,  A,  6S7.  Bi- 
cycle Road  Book,  685.  Bicycle  Tactics,  615, 
679.     Bicycle  Tour  in  England  and  Wales,  A, 

673.  Bicycling,  Complete  Guide  10,684.  Bi- 
cyclists' Pocket-Book  and  Diary  for  '78,  687. 
Blank  Road-Rook,  676.  Boston  Road-Book, 
655.  British  Hijjh  Roads,  686.  Bugle  Calls, 
679.     Bundes-AImanach,  697.     Canadian  W. 

A.  Guide,  315-6,  319,  326-7,  330-x,  655,  677. 
Canterbury  Pilgrimage,  A,  530,  655,  687. 
Cape  Ann,  In  and  Around,  655,  674.  Chest- 
nuts (If  ^^//x^'j  Christmas  issue  of  '86), . 

Clipper  Almanac,  494,  680.  Club  Directory, 
Goy's  Athletic,  688.  Club  Songs,  655.  Co- 
lumbia Calendars,  679-80.  Columbia  Testr 
roonials  and  Scrap  Book,  678.  Connecticut 
Road-Book,  5S2,  677.  Construction  of  Mod- 
ern Cycles,  On  the,  683.  Construction  of  the 
Tricycle,  A  Treatise  on  the  Theoretical  and 
Practical,  683.  C.  T.  C  Handbook  and 
Guide  for  '86,  598-9,  607,  687.  C.  T.  C. 
Renewals-List  for  '85, 687.  Cycle  Directory, 
The,687.  Cycledom  ( Cyclist*s  Christmas  issue 
of  »86),  xciv.  Cyclist  and  Wheel  World  An- 
nual,  69a.  Cyclists'  Guide  to  Nottingham, 
6S5.  Cyclist's  Guide  to  the  Roads  of  the 
Lake  District  and  Isic  of  Man,  6S7.  Cy- 
clist's Pocket-Book  and  Diary,  685.  Cyclists, 
The  Rights  and  Liabilities  of,  684.  Cyclists' 
Route  Book,  The,  684.  Cyclist's  Touring 
and  Road  Guide,  The,  684,  685.  Cydonia,  A 
Jouniey  through  {CyclisCs  Christmas  issue  of 
'^5)1  534»  692.  Cyclos,  684.  Dublin,  A  Racing 
Trip  to,  xciv.  Emerald  Isle,  Two  Trips  to 
the,  xciv.  England  and  Wales,  A  Bicycle 
Tour  in,  673.  Essai  th^orique  et  pratique  sur 
le  vtfhicule  Bicycle,  698.  Essex  Co.,  Ms., 
Wheelman's  Handbook  of,  112,  655,  677. 
Forty  Poets  on  the  Wheel,  505,  655,  674. 
France,  Le  Guide  en,  699.     Golden  Rules  of 

Training,  The,  685.     Great  S ,  The  (C>- 

r//r^'f  Christmas  issue  of  '85),  692.  Guard- 
ians, The,  688.  Guide  to  Bicycling,  The 
Complete,  684.  Guide  to  Machines  and 
Makers,  xcv.       Guide  to  North- West  Kent, 

686.  Guide  to  Tricycling,  Penny,  686.  Hand- 
buch  des  Bicycle-Six>rt,  697.  Health  upon 
Wheels,  684.  He  would  be  a  Bic>'clist,  688. 
Holland,  N.  V.  B.  Official  Road-book  of, 
700.  Holyhead  to  London  on  Tricycles, 
From,  686.  How  to  ride  a  Cycle,  684.  Hotel 
Charges  Directory,  685.  Hygiene  du  V^lod- 
pide.  698.  Icycles  {Wheel  World's  Christ- 
mas  issue  of  '80),  692.  In  and  Around  Cape 
Ann,  655,  674.  Indispensable  Bicyclist's 
Handbook,  The,  685.  I  nstructions  to  Wheel- 
men, 678.  Itiliani,  Statute  della  Sodeta 
Ciclisti,  700.     Italy  on  a  Tricycle,  Through, 

687.  Ireland,  Two  Trips  to, .     Kentucky 

Road-Book,  590,  678.  Killamey,  A  Touring 
Trip  to, .    Lake  District  and  the  Isle  of 



Mao,  Road  Guide  for  the,  687.  Land's  End 
to  John  0'Groat*s  on  a  Tricycle,  685.  League 
Handbooks,  '81  and  *87,  625,  677.  Legal 
Aspects  of  Road  Repair,  650.  Letters  of  In- 
terest to  Wheelmen,  678.  Library  of  Sports 
(Cycling),  6S5.  Log  Book,  My  Cycling,  676. 
Long  Island  Road- Book,  655.  Liverpool  Cy- 
dists*  Podcet  Guide  and  Club  Directory  for 
'85, 686.  Lyra  Bicyclica,  505, 655,  674.  Man- 
uel da  V^loceman,  698.  Manuel  du  V^loci- 
pMe,  69S.  Massachusetts  State  Division 
Road  Book,  581,  677.  Mechanical  Diction- 
ary, 6SS.  Michigan  Road-book,  677.  Mis- 
souri Handbook,  677.  Modern  Bicycle,  The, 
685.  Modern  Cycles,  On  the  Construction 
o{,  683.  Modern  Velocipede,  The,  688.  My 
Cycling  Friends,  68 7.  My  Cycling  Log  Book, 
670.  My  Second  Ten  Thousand,  an,  501, 
S90,  716.  Nauticus  in  Scotland,  6S4.  Naiiti- 
cns  on  bis  Hobby- Horse,  xctv.  Nervous- 
ness, How  I  Cured  Myself  of,  688.  Notting- 
ham, Cyclists'  Guide  to,  68$.  Official  Hand- 
book of  the  Clubs  of  Essex,  6S7.  Ocean  to 
Ocean  on  a  Bicycle,  From,  xdv.  Ohio  Road- 
Book,677,682.  On  Wheels,  688.  Our  Camp 
(CycUsCs  Christmas  issue  of  '84),  692.  Over- 
land to  Sydney  on  Cycles,  565,  696.  Over  the 
Handles,  673.  Over  the  Pyrenees  on  a  Bicy- 
de,  549,  683.  Paris,  Guide  des  Environs  de, 
699.  Pleasures  of  Cycling,  xciv.  Pocket  Di- 
rectory, The  Scottish  A.  C,  686.  Pocket 
Manual  of  the  Bicycle,  A,  687.  Pocket  Road 
Guides,   550.     Pope,   Biography   of  A.   A., 

680.  Radfahrer's  Jahrbuch,  697.  Record 
Book  for  Tourists,  676.  Repair  and  Mainte- 
nance of  Roads,  650.  Repairing  of  Bicycles 
by  Amateurs,  67S.  Report  of  the  "  Socidt^ 
Pratique  du  ViElocipide  "  for  '69, 698.  Rhine, 
Handbook  for  Wheelmen  along  the,  697. 
Rhymes  of  the  Road  and  River,  655,  674. 
Rights  and  Liabilities  of  Cyclists,  684.  Road 
and  the  Roadside,  llie,  680.  Road  Book  of 
C.  T.  C,  Proposed,  687.  Road  Guide  to  the 
Southern  Counties  of  Scotland,  686.  Road 
Repair,  696.  Roads  of  England  (Cary's),  68 1. 
Roads  of  England  (Howard's),  550,  681-2. 
Roads  of  England  (Patcrson's),  532,  539-40, 

681.  Romances  of  the  Wheel,  6S5.  Rota 
Vitae,  6S5.  Route  Book,  The  Cyclist's,  684. 
Russia,  A  Bicycle  Ride  from,  687.  Safety 
Bicycles,  684.  Scotland,  Cyclist's  Itinerary 
of.  550.  Scotland,  Nauticus  in,  684.  Scot- 
land, Road  Guide  to  the  Southern  Counties 

of,  686.  Scottish  A.  C.  Pocket  Directory, 
The,  686.  Sel f  Propulsion,  683.  Sixty  Poets 
on  the  Wheel,  674.  Song  of  the  Wheelist, 
The,  686.  South  Africa,  A  Tour  in,  696. 
Southern  Counties  Camp  Book,  686.  Star 
Rider's  Manual,  655, 671.  Steel  Wings,  674. 
Suggestions  for  Choice,  Care  and  Repair  of 
Bicycles  and  Tricycles,  67S.  Ten  Thousand 
Miles  on  a  Bicycle,  45,  48,  353,  370,  426, 
483-4,  655,  701-33.    Theoric  du  VdlocipMe, 

698.  Things  a  Cyclist  Ought  to  Know,  55a 
Tour  de  Monde  en  V^locipMe,  Le,  698. 
Tourists'  Guide,  684.  Tourists,  Rights  and 
Liabilities  of,  685.  Trade  catalogues  and 
advertisements,  653,  679-80.  Training  for 
Amateur  Athletes,  684.  Training  Instructor, 
The,  686.  Tricycle  Annual,  685.  Tricycle 
and  Tricycling,  The,  686.  Tricycle  et  Vdloci- 
pMe  k  Vapeur,  698.  Tricycle,  In  Relation 
to  Health  and  Recreation,  685.  Tricycle, 
Land's  End  to  John  O'Groai's  on  a,  685. 
Tric)'cle,  Through  Italy  on  a,  687.  Tricycle, 
A  Treatise  on  the  Theoretical  and  Practical 
Construction  of  the,  683.  Tricycles  and  How 
to  Ride  Them,  686.  Tricycles,  From  Holy- 
head to  London  on,  686.  Tricycling,  Cor- 
dingley's  Penny  Guide  to,  686.  Tricycling 
for  Ladies,  684.  Tricyclisl's  Indispensable 
Annual  &  Handbook,  684.  Tricyclist's  Vade 
Mecum,  The,  686.  Two  Pilgrims*  Progress, 
687.     Vade  Mecum  du  Touriste  V^lciceman, 

699.  Vade  Mecum,  The  Tricyclisl's,  686. 
Vdlocipfede,  Lc,  698.  Velocipede  Specifica- 
tions, Abridgment  of,  550.  Velocipede,  The, 
402,  673.  Velocipede,  The,  688.  Veloci- 
pedes, 688.  Velocipcdia,  688.  Vdlocip^die 
Pratique,  La,  699.  Velocipedislen-Jahrbuch 
for  '84,  697.  Western  Adventures  of  a  Bicy- 
cle Tourist,  489.  Western  New  York  Road- 
Book,  22 r.  Westward,  Ho!  on  a  Sociable, 
687.  What  and  Why,  678.  Wheelman's 
Annual  for  '81  and  '82,  16,  673,  707.  Wheel- 
man's Hand-book  of  Essex  Co.,  1 12, 655,  677. 
Wheelman's  Log  Book  for  '8r,  677.  Wheel- 
man's Record  Book,  677.  Wheelman's  Ref- 
erence Book,  615,  655,  67s,  710.  Wheelman's 
Year  Book,  The,  686.  Wheelman's  Year 
Book,  Diary  and  Almanack  for  '82,  687. 
Wheel  Songs,  655, 674.  Wheels  and  Whims, 
655,  674-  Whrel  IVorl^s  Annuals,  "69a. 
Whiriing  Wheels,  673.  Whiaz,  The,  688. 
World  on  Wheels,  The,  680.  Year's  Sport, 
The,  687. 


.  A  HiMartt  compilers,  ^uNishers  andprmtert 
cfth*  foregoing:  K.  Allier,  698.  A.  I*.  At- 
kins, 111,65s,  677.  Ballantyne  Press,  The, 
6S6.   A.  B.  Uarkman,  655.     C.  D.  Batchelder, 

676.  E.  Benassit,  69S.  A.  Berruyer,  698.  C. 
H.  Bingham,  700.  A.  M.  Bolton,  549,  683. 
G.  F.  Brooks,  679.  J.  S.  Browning,  655.  C. 
W.  Bryan  &  Co.,  700.  H.  Buchanan,  6S6. 
W.  S.  Bull ,  22 1 ,  677.     J.  P.  Burbank,  16, 673 . 

677.  (Lord)  Bury,  6S7.  Cassell  &  Co.,  687. 
A.  D.  Chandler,  673.  G.  Chin n,  655,677.  J. 
C.  Clark,  679.  R.  Clarke  &  Co.,  678.  W. 
Coliins,  Sou  &  Co.,  683.  R.  Cook,  6S7. 
C.  Cordinghy,  636.  H.  D.  Corey,  679.  E. 
H.  Corson,  655,  671.  H.  L.  Cortis,  684.  T. 
Coventry  &  Co. ,  683.  Cunningham  Co.,  Tlie, 
653,679.  Cupples,  Upham  &  Co.,  655.  J. 
G.  Dalton,  505,  655.  A.  De  BaronccUi,  688, 
69S-9.  W.  Diidarich,  679.  H.  B.  Douly,655, 
677.  Ducker&  Goodman,  615,655, 675.  N. 
F.  Duncan,  687.  Durrant  &  Co.,  687.  G. 
Ernst,  697.  (Miss)  F.  J.  Erskine,  6S4.  U. 
Etheriugton,  685.  Falconer,  686.  A.  Favre, 
698.  S.  C.  Foster,  655,  674, 679,  C.  J.  Fox, 
686.  S.  Fusse.l,  685.  J.  T.  Goddard,  402, 
673,  683.  Goy,  638.  L.  U.  Gill,  683.  H. 
H.  Griffin,  683.  Griffith  &  Farran,  685. 
Hamilton,  Adams  &  Co.,  6S7.  Hammer- 
smith Printing  Works,  686.  £.  S.  Hart  & 
Co.,  655,  674.  H.  B.  Hart,  655,  660,  678. 
J.  R.  Heard,  679.  W.  H.  Heath,  685.  A. 
S.  Hibbard,  655, 674.  G.  L.  Hillier,  687.  E. 
C.  Hodges  &  Co.,  674.  C.  Howard,  550,  63 1. 
C.  Hubbard,  696.     C.   G.  Huntington,  582, 

677.  Iliffe  &  Son,  683-7.  "  Ixion,"  688. 
L.  G.  Jacques,  698.  Jacquot,  699.  Jarrold 
&  Son,  683.  F.  Jenkins,  677.  J.  H.  John- 
son, 677.  F.  W.  Jones,  683-4.  H.  A.  Judd, 
685.  "  Jupiter,"  688.  A.  Kenmann,  6.77. 
H.  KendaU,  686.  T.  J.  Kirkpatrick,  677. 
A.  H.  Lang,  636.  Lee  &  Walker,  679.  V. 
Leger,  699.  J.  Lennox,  686.  Letts,  Son  & 
Co.,  681-2.  Little,  Brown  &  Co.,  680.  Long- 
man &  Co.,  687.  J.  N.  McClintock,  680. 
(Mrs.)  F.  T.  McCray,  655,  674.  A.  H.  Mac- 
Owen,  655, 674.  Mason  &  Payne,  68 1-2.  J. 
Menzies  &  Co.,  686.  W.  L.  Mer&hon  & 
Co.,  678.  T.  S.  Miller,  655,  679.  A.  G. 
Morrison,  693.  G.  Moore,  692.  F.  Moore, 
685.     Morris  Bros.,  683.     P.  N.  Myers,  590, 

678.  C.  W.  Nairn,  686,  692.  *•  Nauticus," 
6S4.  E.  Neve,  686.  "  Old  Wheelman,"  67S. 
Overman  Wheel  Co.,  676,  6.'9.    C.  A.  Pal- 

mer, 687.  A.  Palmer  &  Sons,  6S7.  H.  Park, 
678.  J.  Pearce,  6S6.  M.  D.  Pellencontre, 
698.  J.  Peonell,  655,  6S7.  (Mrs.)  £.  R. 
Penneil,  655,  687.  L.  G.  Perreaux,  698. 
G.  Phillip  &  Son,  683.  R.  E.  PhiLipt,  550, 
639}  6S3.  Pops  Manufaauring  Co.,  678^ 
L.  H.  Porter,  530,  678.  B.  W.  Potter,  68a 
Qiarles  E.  Pratt,  504,  67a.  678,  688,  703. 
F.  A.  Pratt,  625,  678.  "Ras  Banks,"  68& 
Rand,  Avery  &  Co.,  674.  J.  M.  Rankioe, 
698.  F.  Rsgamey,  69S.  H.  R.  Reynolds, 
jr.*  533.  69S.  Richard,  698.  C.  M.  Rich- 
ards, 678.  B.  W.  Richardson,  62, 685.  Rob- 
erts Bros.,  687.  Rockwell  &  Churchill,  656* 
672,  679.  Root  &  Tinker,  680.  Will  Rose, 
489.  H.  T.  Round,  687.  J.  P.  Russell,  696L 
H.  N.  Sawyer,  679.  C.  Scribner's  Soos, 
655,  687.  Seeley  &  Co.,  6S7.  E.  M.  Sen- 
seney,  677.  J.  C  Sharp,  jr.,  673.  E.  R- 
Shipton,  687.  .W.  S.  Y.  Shutlleworth,  687. 
V.  Silbsrer,  697.  (Miss)  E.  L.  Smith,  655, 
674.  I.  Snow  &  Co.,  687.  C.  Spsncsr,  685, 
687.  Springfield  Printing  Co.,  675, 710.  W. 
J.  Spurrier,  684,685.  W.  G.  Stables,  6S4.  T. 
Stevens,  473-84,  655,  657.  Stoddard,  Lover- 
ing  &  Co.,  679.  Strand  Pub.  Co.,  6S3.  H. 
Sturmey,  684,  6S5.  G.  B.  Thayer,  576. 
"  Velox,"  688.  T.  H.  S.  Walker,  651,  697. 
F.  Wamc  &  Co.,  685.  J.  S.  Webber,  jr.. 
655.  674.  W.  D.  Welford,  687.  F.  W.  We». 
ton,  676.  "  Chris  Wheeler,"  655.  674.  W. 
H.  Wheeler,  650.  White,  Stokes  &  Allen, 
655.  674.  C.  H.  Whiting,  676.  J.  Wilkin- 
son Co.,  The,  677.  A.  Williams  &  Co.,  673. 
J.  A.  Williamson,  6S4.  A.  J.  Wilson,  534, 
693.  H.  S.  Wood,  177, 676-7.  T.  H.  Wrighi, 
677.  A.  Young,  65s,  6/9.  G.  £.  Young, 

NoN-CYcuNG  Books. 

Adirondacks,  Illustrated  Guide  to  the,  186. 
American  Literature,  Cyclopaedia  of,  434,  439. 
Agriculture  of  Mass.,  679.  Among  the  Stu- 
dios, 431.  Androscoggin  Lake  and  Head- 
waters of  Conn.,  575.  Atlantic  Islands,  355. 
Australia,  The  "New  Chum  "  in,  570.  Aus- 
tralian Pictures,  570.  Baddeck,  286- 7.  Bart- 
lett.  Memoir  of  Gen.  W.  F.,  386.  Berkshire, 
The  Book  of,  700.  Bermuda,  An  Idyl  of  the 
Summw  Islands,  366.  Bermuda,  History  of, 
355-  Bermuda,  Illustrated  Guide  to,  366. 
Bermuda  Pocket  Almanac,  366-7.  Bleak 
House,  466.  Boston,  Dictionary  of,  113. 
Boston,  Handbook  of,  113.     Boston  Harbor. 



Handbook  of,  1x3.  Campaigns  of  tho  Civil 
War,  35a.  Cecil  Dreeme,  4a8-9j  43  >>  438^1 
441.  Cindnoati,  Pocket  Book  of,  1 13.  Col- 
kfe  Journalism,  A  History  of,  658.  Conn. 
Valley  in  Mass.,  Hist,  of  the,  581.  De- 
scriptiTe  America,  177.  Diseases  of  Modern 
Life,  6S5.  Encyclopedia  Britannica,  6SS. 
FieU  Book  of  the  American  Revolution, 
TOOi.  Field  Book  of  the  War  of  1S12,  700. 
Foot  Years  at  Yale,  405,  711,  722.  Geologist 
of  New  Jersey,  Report  for  'iJ4  of  the  State, 
174.  Grafton  County  Gazetteer,  577.  Grant's 
Memoirs,  73a.  Harvard  and  its  Snrround- 
ings,  113.  How  to  Pay  Church  Debts,  333. 
Hudson  River  by  Pen  and  Pencil,  19S. 
Human  Intercourse,  446,  468-9.  Hunting 
Trips  of  a  Ranchman,  455.  Intellectnal  Life, 
The,  467-S.  Lake  George,  lUust.  Guide  to, 
185-6.  Liberty,  Equality,  Fraternity,  733. 
London  Social  Life,  Impresuons  of,  448. 
Lotberan  Year  Book,  323.  Maritime  Prov- 
mces.  The,  293.  Methodist  Year  Book,  324. 
Middle  States,  Guide  to,  293.  Minute  Phi- 
losopher, 108.  Modern  Gymnast,  The,  6S5. 
Moosehead  Lake  and  N.  Me.  Wilderness, 
S7S.  Mt  Desert  on  the  Coast  of  Me.,  2S1. 
Navy  in  the  Civil  War,  The,  352.  New 
England,  Guide  to,  293.  New  York,  Dic- 
tionary of,  65,  Sr,  87,  89,  96,  100,  155.  New 
York,  Hist,  of  the  City  of,  434.  Notes  of  an 
Idle  Excursion,  356.  Open  Letter  to  J.  G. 
Holland,  An,  728.  Picturesque  America,  382, 
434,  70a  Picturesque  B.  &  O.,  245,  282. 
Religion,  My,  729.  Roughing  It,  iv.  Sara- 
toga, lUust.  Guide  to,  186.  Shenandoah  Val- 
ley in  1864,  346,  3S2.  Split  Zephyr,  466. 
Sprixigfield,  Handbook  of,  1x3,  126.  Stolen 
White  Elephant,  356.  Stories  by  American 
Authors,  466.  Tasmanian  Excursionist's 
Guide,  563.  Their  Wedding  Journey,  215, 
42&  Thankless  Muse,  The,  73  r.  Traveler, 
The,  iv.  U.  S.  Army  Table  of  Distances, 
680.  Vicar  of  Wakefield,  205.  Visits  to  Re- 
markable Places,  404.  Yale  and  the  City  of 
Elni**>33>  Yale,  Four  Years  at,  405,  71  r,  722. 
Walktng  Guide  to  Mt.  Washington  Range, 
577.  Washington  Square,  432.  Western 
MasB.,  Hist,  of,  581.  White  Mtn.  Guides, 
>93i  S77-  Winthrop,  Life  and  Poems  of  Theo- 
dore. 439.  „ 

NoN-cvcuMG  Authors. 

T.  B.  AMrich,  431.    D.  Ammen,  352.    O. 
Arnold,   15,  309,  yaS.    E.  M.  Bacon,    113. 

H.  A.  Beers,  466,  7or.  S.  G.  W.  Benjamin, 
355»  483.  W.  H.  Bishop,  431,  72S.  C.  A. 
Bristed,  727-8.  L.  P.  Brockett,  177.  C.  W. 
Bryan,  700.     W.   C.  Bryant,  216,  700.     O. 

B.  Bunce,  700.  H.  C.  Bunner,  727.  C.  S. 
Calverley,  34.  A.  Gary,  73 r.  H.  Child,  577. 
M.  H.  Cist,  352.  P.  Clarke,  570.  G.  H. 
Cook,  r74.  J.  F.  Cowan,  324.  W.  Cowper, 
406.  J.  D.  Cox,  352.  W.  Decrow,  133.  D. 
Defoe,  V.  C.  Dickens,  354,  466,  724.  J.  C. 
R.  Dorr,  366.  A.  Doubleday,  352.  E.  A. 
Duyckinck,  434,  439.  T.  Dwight,  127.  S.  C. 
Eastman,  577.  R.  W.  Emerson,  721,  732. 
L.  H.  Everts,  581.  C.  A.  J.  Farrar,  575.  M, 
F.  Force,  352.  B.  Franklin,  702.  Godet,  355. 
O.  Goldsmith,  iv.,  205.  U.  S.  Grant,  732. 
F.  V.  Greene,  352.  M.  Hale,  731.  P.  G. 
Hamerton,  446,  46S-9.  J.  C.  Harris,  v., 
24,  380.  R.  Herrick,  472.  J.  G.  Holland, 
581,  728.  W.  D.  Howells,  315,  428.  W. 
Howttt,  404.  A.  A.  Humphreys,  352.  H. 
H.  Jackson,  304.  H.  James,  432.  S.  John- 
son, 408,  427,  436,  755.  F.  Kemble,  72S. 
M.  King,  1x3,  X26.  M.  J.  Lamb,  434.  A. 
Lang,  722.  H.  W.  Longfellow,  430.  B.  J. 
Lossing,  700.  J.  F.  McClure,  658.  A.  T. 
Mahan,  352.  C.  B.  Martin,  281.  J.  A. 
Moore,729.  E.  S.  Nadal,  448.  F.  J.  O'Brien, 
391.  F.  W.  Palfrey,  352,  386-  J-  G.  Pang- 
bom,  245.  T.  L.  Peacock,  23.  T.  Percy, 
65,  81,  87,  89,  96,  100,  155,  198,  43X.  W.  H. 
Pickering,  577.  G.  E.  Pond,  346.  B.  W. 
Richardson,  685.  J.  C.  Ropes,  352.  E.  R. 
Sill,  vi.  J.  R.  Soley,  352.  S.  Stall,  323. 
J.  H.  Stark,  366.  J.  F.  Stephen,  733.  T. 
Stevens,  474.  S.  R.  Stoddard,  185-6.  M.  F. 
Sweetser,  293,  577.  L.  Tolstoi,  729.  I. 
Turgeneff,  728.     M.  Twain,   iv.,  356,  640. 

C.  D.  Warner,  286-7.  A.  S.  Webb,  352.  H. 
Willonghby,  570.  T.  Winthrop,  428-9,431, 
438-9,  44  X.    J.  D.  Woodward,  198. 

N ON-CYCLING  Journals. 
Advertiser,  Boston,  113.  Advertiser,  Calais, 
Me.,  263-4.  Argus,  Melbourne,  570.  Army 
&  Navy  Journal,  N.  Y.,  346.  Atlantic 
Monthly,  Boston,  430.  Australasian,  N.  Y., 
570.  Bat,  London,  650.  Bulletin,  Mel- 
bourne, 558,  652.  Cape  Ann  Advertiser, 
Ms.,  674.  Catskill  Mtn.  Breeze,  N.  Y., 
198.  Century  Magazine,  N.  Y.,  483,  687. 
Chronide,  Moorestown,  N.  J.,  178.  Chroni- 
cle, San  Francisco,  431.    Christian  at  Work, 


N.  Y.,  658.  Church  of  Ireland  Temperance 
Visitor,  686.  Clipper,  N.  Y.,  494,680.  Con- 
tinent, Phila.  (viii.).  Country,  London,  6S7. 
Courier,  Ballarat,  Vict.,  561-2.  Courier, 
Buffalo,  N.  Y.,  5S8.  Courier,  Rochester, 
577.  Descriptive  America,  N.  Y.,  177.  Dis- 
patch, Pittsburg,  323.  Evening  News,  Des- 
erct,  520.  Examiner,  London,  551,  711.  Ex- 
press, Buff.ilo,  N.  Y.,  588.  Frank  Leslie's 
Sunday  Magazine,  N.  Y,,  323.  Free  Press, 
Aberdeen,  Scot.,  555.  Gentlemen's  Maga- 
zine, London,  403.  Globe,  Boston,  618. 
Good  Words,  London,  62,  685.  Harper's 
Magazine,  N.  Y.,  158, 242.  Harper's  Weekly, 
N.  Y.,  390-1, 402-4, 475,  483.  Harper's  Young 
People,  N.  Y.,615.  Herald,  Auckland,  567. 
Herald,  Boston,  114.  Herald,  N.  Y.,  499> 
583.  657-  Herald,  Rochester,  216.  Herald 
&  News,  W.  Randolph,  Vt.,  672.  Journal, 
London,  Ont.,  669.  Journal  &  Courier,  New 
Haven,  39S,  401.  Knickerbocker  Magazine, 
N.  Y.,  216.  Knox  Student,  Galesburg,  658. 
Lake  George  Ripple,  N.  Y.,  198.  Lippin- 
cott's  Magazine,  Phila.,  i,  i63,  658,  70a. 
Manufacturer's  Gazette,  Boston,  525.  Mes- 
senger, Marbhhead,  Ms.,  a8i.  Massachu- 
setts Magazine,  Boston,  680.  Mrs.  Grundy, 
N.  Y.  (vii.).  Morning  Call,  San  Francisco, 
492.  Nation,  N.  Y.,  281,  354,  433,  437,  450, 
570,614.  News,  Chelsea,  525.  News,  Ham- 
burg, Ger.,  551.  News  &  Chronicle,  Stawell, 
Vict.,  56'>,  696.  Norfolk  Reformer,  Simcoe, 
Ont,,  33 r,  634,  669.  Northwestern  Christian 
Advocate,  Chicago,  499.  Once  a  Month, 
Melbourne,  560.  Our  Young  Folks,  Boston, 
431.  Petit  Journal,  Paris,  697.  Pilot,  Bos- 
ton, 657.  Post  &  Tribune,  Detroit,  505. 
Post-Dispatch,  St.  Louis,  528.  Press,  Phila- 
delphia, 454.  Puck,  N.  Y.,  15,  36,  246,  409, 
499,  669,  673.  Record,  Phila.,  627.  Refor- 
mer, Bennington,  Vi.,  627.  Republican, 
Lansing,  Mich.',  505.  Republican,  Spring- 
field, Ms,,  115,  527.  Royal  Gazette,  Bermuda, 
366.  Round  Table,  N.  Y.,  135.  Saturday 
Press,  N.  Y.,  15.  Scientific  American,  N. 
Y.,  403.  Scribner's  Monthly,  N.  Y.,  431, 
504,658.  Stamboul  Jonmal,  Constantinople, 
4S2.  Statesman,  Marshall,  Mich.,  323.  Stu- 
dent, Amherst,  Ms.,  114.  Sun,  N.  Y.,  154, 
403.  Table  Talk,  Ottumwa,  la.,  67a.  Tas- 
manian  News,  563.  Telegram,  N.  Y,,  280. 
Texas  Sittings,  668.  Times,  Calais,  Me., 
265.     Times,   N.  Y.,  ii.,  356,  459.    Times, 

Philadelphia,  177.  Times,  Sydney*  N.  S 
W.,  696.  Tit  Bits,  London,  xciv.  Tooth- 
pick, Ashmore,  111.,  489.  Transcript,  Port- 
land, 257,  627.  Tribune,  Cambridge,  657. 
Tribune,  Chicago,  323.  Tribune,  N.  Y., 
499i  597*  724,  72  7'  Union,  Springfield,  Ms., 
580.  University  Quarterly,  N.  Y.,  469.  Van- 
ity Fair,  N.  Y.,  444.  Yale  Courant,  New 
Haven,  398.  Yale  Literary  Ma(*azine,  New 
Haven,  399-402.  World,  N.  Y.,  584,  730-1, 


American  Club,  509.  American  Rudge, 
508.  Arab  Light  Roadster,  535.  Apollo 
Light  Roadster,  321.  Ariel,  504,  519,  541, 
546-7.  Bayliss  &  Thomas,  348.  Bone-shak- 
ers, 394,  400-2.  British  Challenge,  183,  508, 
Sao,  543.  545.  559.  S'^'.  569.  Carver.  503. 
Centaur,  523.  Challenge,  330,  537.  Club, 
505,  508,  523,  565,  569.  Club  Safety,  566. 
Columbia,  148,  189,  324,  487,  501,  505,  507, 
511,  520,  521,  524,  525,  565,  709.  7»2-3.  Co- 
lumbia Expert,  47,  59,  149.  ^n^  244,  3S8,  474, 
484,492,503,  506,508,510-11,  513,  517,519-20, 
523-30, 575-^,  578-  Columbia  Light  Roadster, 
527-9.  "  Columbia,  Number  234,"  35-^8, 
86.  Columbia  Special,  503,  507-8,  51  r,  520, 
521.  Columbia  Standard,  48,  59,  183,  244, 
37S,  474,  4^4.  488-9,  494,  500,  503.  508,  5«», 
5»3,  5 '5.  519.  523.  528-9,  576.  Coventry,  330. 
Coventry  Gentleman,  537.  Coventry  Ma- 
chinist Co.,  663.  Cunningham  Co.,  653,  656, 
666-7,  679,  712.  Desideratum,  537.  D.  E. 
H.  F.  Excelsior,  546,  569.  D.  E.  H.  F. 
Premier,  519,  559,  561,  569.  Duplex  Excel- 
sior, 517,  524,  546.  Eclipse,  541,  547.  Ex- 
traordinary, 4S7,  505.  Facile,  161,  509,  536, 
537.  538,  553,  554,  555-  Gentleman,  567. 
Gentleman's  Club,  569.  Gentleman's  Road- 
ster, 542.  Gormully  &  Jeffery,  683,  798. 
Hartford,  401.  Harvard,  138,  189,  493,  502, 
508,  520,  524.  Hollow  Spoke  Roadster,  542. 
Howe,  552.  Humber,  509,  516,  517,  524, 542. 
Ideal,  493.  Interchangeable,  546.  Invinci- 
ble, 517,  559.  Ivel  Safety,  557-8.  John 
Bull,  507.  Kangaroo,  508-9.  Keen,  547. 
Lynn  Express,  537.  Matchless,  50S,  532, 
563.  Monod,  401.  Newton  Challenge,  508. 
Otto,  521,  529.  Overman  Wheel  Co.,  662, 
663-5,  676.  Paragon,  504,  517.  Perfection* 
546.  Pickering,  392,  400-5.  Pony  .Star,  509. 
Pope  Mfg.  Co.,  24-6,  36,  40,  42,  47-8, 86, 94, 
«39,  '89,  485,  5o»-2,  S»«i  523,  526,  565.657-60, 



«♦»  7tt»-3.  7"-«3»  799-  Premier,  327,  519, 
5*9.  5S9f  S«» » f  5^-  President,  49*  •  R •  &  P. , 
657.  Regent,  540,  Rover  Safety,  535,  545. 
Royal  Mail,  508,  527.  Ruckcr,  509,  530, 
5i6,  542,  543-  Rudge,  laS,  139,  183,  32'. 
joo,  soS-10,  6S9.  Rudge  Light  Roadster,  388, 
5o8»  5«3»  526.  S^Ji  5^7i  578,  679.  Rudge 
Safety,  537.  Safety,  505.  Safety  (King),  672. 
St.  Nicholas,  524.  Sandringham,  538.  Sans- 
pareil,  324,  50S-9,  520,  524-5,  530.  Shadow, 
50S.  Singer,  348,  527.  Singer  Challenge, 
537.  H.  B.  Smith  Machine  Co.,  671.  Special 
Club,  50S.  Stanley,  517.  Stanley  Head  Ex- 
celsior, 546.  Star,  164,  172,  257,  267,  269-71, 
t74,  320,  508,  520.1,  525,  530.  549,  575.  577- 
Union,  508.  Velocity,  50S.  Victor,  487,  493, 
S08,  516,  519,  524-5»  527. 676.  Xlra,  348,  505- 
Yale,  508,  509,  516,  519,  530. 

Beeston  Humbsr,  557-S,  58S.  Carver,  535. 
Centaur  Tandem,  535.  Challenge,  686. 
Cheylcsmore  Qub,  562,  565-6.  Cheylesmore 
Sociable,  589.  Club  Racer,  535.  Qub  So- 
ciable, 535.  Columbia,  503,  508,  509,  511, 
528.  Coventry  Convertible,  517.  Coventry 
Rotary,  513,  686.  Crescent,  526.  Cripper, 
517,  526,  552,  554.  Dearlc^ve,  543.  Diana, 
686.  Excelsior,  503,  569.  H umber,  509,  530, 
535»  543,  54*^.  55 «»  554-6,  686.  Humber  Tan- 
dim.  509.  Imperial  Club,  535,  554.  Invin- 
cible. 517.  National,  511.  Omnicyde,  686. 
Premier,  524,  686.  Qiuidrant,  535,  686. 
Rotary,  535.  Royal  Mail,  526,  554.  Royal 
Salvo,  503.  Royal  Salvo  Sociable,  517. 
Rucker,  686.  Rucker  Tandem,  509.  Rudge, 
526.  Rudge  Tandem,  525.  Special  Chal- 
lenge* 535-  Tandem,  535.  Traveller,  509, 
526.     Victor,  50S,  50J,  526. 


Ancestry,  722-3.  Appointments  for  wheel- 
ing, 730.  Authorship,  iv.,  405,  722-3.  Aver- 
age roan  in  physique.  An,  v.,  473.  Awe  an 
unknown  element,  471,  727.  Birthday  Fan- 
tasie  (verse).  A,  23.  Boat-race  manager  at 
New  London,  130.  Bone-shaker  days,  391- 
406.  Book,  History  of  this,  701-719.  Busi- 
ness-man, in  spite  of  myself.  A,  vii.,  483. 
Centenarian  kinsman.  My,  723.  Change  of 
"  Kol  Kron  "  to  "  Karl,"  720.  Class  poet 
and  historian,  39a,  401.  Collector  of  post- 
age-stamps, 722.     "Coll.  Chron."  of  Worlds 

730,  723.  Companionship  the  highest  hap- 
piness, 467.  Compensations  of  a  quiet  life, 
467,  731.  Conceit,  732.  Costume  for  riding, 
x6-22.  Death,  380,  733.  Deviation  in  career, 
c:iuscd  by  cycling,  406.  Digging  my  way  out 
to  freedom,  725.  Disclaimers :  as  to  ambiiion, 
309f  733;  athleticism,  iv. ;  boastfuliiess,  v., 
5S2 ;  college  honors  and  prizes,  722 ;  competi- 
tion, v.,  484,  721-3;  egotism,  v.,  vii.;  envy, 
V-,  393,  47i>  722,  730;  fame,  309;  hemiit-iife, 
467;  hero-worship,  464;  literary  skill,  iv., 
716;  notoriety,  vii.,  281,  729;  ostentation, 
729,  733 ;  partisanship,  726 ;  prais?,  vi. ;  van- 
ity, v.,  701,  716,  732.  Dislike  for  "literary 
men  ''  and  "  athletes,"  iv. ;  for  "  medicine- 
men," 62.  Divertissemtnt  as  the  permanent 
element  of  life,  722.  Early  days  with  "  Curl," 
407-251  471*  Editor  of  college  magazine, 
392-31  399*  Emersonian  maxims,  723,  732. 
Enemies,  731.  European  travel,  405-6.  Forty, 
vi.,  725,  732.  Friends,  467,  726-7.  Gen- 
ealogy, A  student  of,  722.  Gift-taking,  Ob- 
jections to,  713-4.  Golden  Fleas  (verse).  My 
search  for  the,  23,  406.  Govemmsnt  by  in- 
terference. My  hatred  of,  726.  "  Great  ex- 
pectations "  as  a  bookseller,  vii.  Happiness, 
Ideal  of  future,  309,  467.  Health,  62,  294, 
307.  Hopefulness  as  a  self-deception,  716. 
Hopes  for  the  future,  Three,  viii.  H  umorous 
sense,  721-2,  727.  Illness,  62,  294.  Indebted- 
ness to  family  and  friends,  727.  Independ- 
ence protected  by  obscurity,  2S0.  Indsx- 
maker  in  college,  392-3,  401.  Indian  as  an 
ideal,  295,  466.  Indifference  to  "  recogni- 
tion," 727.  Impartiality  towards  "the  trade," 
vii.,  712-4.  Lament  for  the  Legal-Tender 
decision,  464.  League,  Business-stake  in  the, 
720.  Left-hand  penmanship  acquired,  vi., 
483,  710.  Life  as  viewed  in  retrospect,  vi. 
Literary  and  theatrical  people,  IndifF>:rence 
to,  iv.,  728.  Literary  ideal.  Simplicity  of,  iv. 
London  life,  405-6,  427,  471.  Longevity, 
Chances  of,  723,  732.  Lost  inheritanc.*,  r^'o. 
Marriage,  472,  723,  731.  Mechanical  aptitvtde, 
Lack  of,  36,  713.  Middle-age,  44,  294.  Mind 
and  character,  732.  Money-making  capacity, 
vi.,  392,  720,  725.  Mount  Tom,  Aff^'Ction  for, 
252.  "  My  Second  Ten  Thousand,"  Pro- 
posals for,  211,  501,  573,  590,  716-7.  Nar- 
row escapes,  45,  413,  733.  Ol>8ervalion  of 
prominent  people,  "out  of  harnes.s,"  727. 
Optimism,  731,  Overwork,  Attempts  to  es- 
cape, 720,  725.     Personal  revelations  a  busi- 



ness-necessity,  vii.  "  Phflately,"  A  writer 
on,  732-3.  Physique,  v.,  59,  61,  62,  153,  294, 
307.  Political  prejudices,  736.  Portrait  never 
"exchanged,"  aSo.  Preference  for  small 
tasks,  723.  Pride,  732.  Procrastination  pre- 
vents English  tour,  406.  Publisher,  Pay  as 
^1  715*  724-  Relations  with  wheelmen,  729. 
Representative  spokesman  for  the  hobby,  As 
a,  vi.  Respect  for  fellow-residents  of  the  U. 
B.,  462.  Right-hand  disabled  by  too  much 
pen-work,  vi.,  483,  710.  Rowing,  61.  Rule 
of  non-membership,  720.  Running,  6t.  Sar- 
casms of  destiny,  724-5.  Self-reliance,  722. 
Slowness,  iv.,  731.  Snapper-up  of  uncon- 
sidered trifles,  Asa,  v.,  716.  "Solidarity" 
with  Stevens,  484.  Solitude  in  the  U.  B., 
Experiences  of,  463.  Spectator  of  society. 
As  a,  467,  722,  72S-9,  731.  Sports  of  child- 
hood, with  "  Curl,"  413-21.  Statistical  show- 
ing of  my  personal  part  in  the  book,  xx. 
Steadfastness,  725.  Subscript  ion -solicitor  as 
undergraduate,  392.  Suspension  from  col- 
lege, 392,  404.  Swimming,  61.  "  Thirtieth 
Street  "  reminiscences,  452.  Touring,  Equip- 
ment for,  16-22 ;  Leisure  gained  for,  720. 
Travels  in  Europe,  405-6.  Two  exploits 
I  should  have  been  proud  of,  464.  Two  sol- 
diers whom  I  admired,  386,  439.  Under- 
graduate reminiscences,  391-405,  466.  Van- 
ity disclaimed,  701,  716,  732.  Verses  voic- 
ing my  philosophy,  15,  23,  34,  63,  304,  309* 
728,  729,  730,  731,  800.  Visitors,  Recep- 
tion of,  729.  Volubility  as  a  book-agent,  724. 
Walking,  61.  Wealth,  15,  720,  731.  Work- 
hours  favorable  for  touring,  720,  IVorld 
work  as  college  chronicler,  720-1.  Yale, 
Book  about,  405,  711,  722.  Vale  graduate, 
Biography  as  a,  732.  Yankee  from  Yankee- 
ville,  A  thoroughbred,  36,  722-3.  Yale  men 
in  New  York,  Directory  of,  464. 

Whebung  Autobioc;raphy. 
Analysis  of  234  rides,  49-63.  Ankle  sprained, 
241.  Bathing,  61.  Bed-bugs  in  MaryLind,  239. 
Bermuda  trip  forces  U.  S.  Government  to 
class  tourists*  cycles  as  "  personal  effects, 
exempt  from  duty,"  368-70.  Bone-shaker  ex- 
periences in  1869,  391-406.  Boots  immortal- 
ized, 279.  Boston  pilgrimage  for  purchase  of 
"  No.  234,"  25.  Clothes  for  riding,  Cost  of, 
41.  Club-swinging,  61,  395, 405.  Coasting, 
S».  5^.  23?  Cold  weather,  246-54, 298-9,  342. 
Cramps,  59,  363.    Cyclometer*,  Experiences 

with  (Butcher),  147,  374,  378  ;  (McDonnelT). 
248 ;  (Pope),  24,  26, 47,  5S2  ;  oflFer  to  test,  714, 
Daily  riding  averages,  49.  Drinking,  54,  6a, 
516.  Eating,  61.  Elbow  broken  by  first  fall 
from  saddle,  24,  62,  307.  Falls  of  my  1400 
m.  tour,  306.  Fastest  rides,  58,  233,  313, 
362.  Fifty-mile  rides,  *8o  to  '82,  50-51,  54- 
First  sight  of  a  velocipede,  in  '69,  393.  Firsc 
trial  of  a  bicycle,  in  '79,  156.  Food,  6i,  313, 
36a.  Foot,  Injury  to,  306,  Fording,  22S,  24  «, 
375.  378-8«.  383-  Headers,  55,  238,  273.  363, 
373.  Hill  climbing,  53,  58,  272  (71  corrected, 
582).  Hotel  mi.series,  13,  150,  205,  309,  227, 
229,230,  241,  326,  338.  Hundred-mile  run, 
312.  League  founded  in  my  honor,  24;  my 
business-stake  in  its  success,  720.  Leisure 
for  touring.  How  gained,  720.  Longest 
tour.  Inspiration  of  my,  295.  Long  stays  in 
saddle,  52-53,  122,  313,  343.  Malarial  sweats 
cured  by  riding,  294-5,  308.  Mechanical 
aptitude,  Lack  of,  36,  713.  Mileage  of  sepa- 
rate roadway  estimated,  31.  Memorial  plac- 
ard on  "  No.  234,"  48.  Moonlight,  Longest 
ride  by,  318.  Mud-clogging,  228,  349,  373. 
Night-riding,  56,  205,  2^7,  240,  241,  248,  252, 
298»  3«»i3»3.  318,  336,  338,  344.  360,  377. 
Objections  to  bags,  17;  bells,  iS,  22,  55; 
belts,  18,  22  ;  crdwds,  256,  272 ;  large  wheels, 
59;  medicine-men,  62;  tobacco,  62,  63; 
whistles,  55.  Pedestrian,  Record  as  a,  61. 
Physique,  Tests  of,  54,  61,  153.  Queerest 
ride  of  aU,  380.  Railroad  mileage  summary, 
31,  33.  Road-riding  summaries,  1879- '82, 
26-31,  49-51.  Race,  My  only,  362.  Rainy 
rides,  228,  262,  283,  29S,  304-5,  380.  Risks. 
53,  »53,  362,  380.  Saddle-soreness,  307.  Sea 
voyages,  282,  392,  358,  363.  Size  of  wheel. 
Preference  as  to  small,  59-61.  Snow-storms, 
351,  298,  342.  Statistics  of  mileage  com- 
pared, 31,  296,  317,  384,  388.  Sunstroke  in- 
vited on  Long  Island,  54,  153.  Thefts,  57. 
Tliunder-storm,  Descent  of  the  Blue  Ridge  in 
a,  380.  Touring  as  related  to  working  hours, 
720 ;  equipments  for,  16-22.  Tours  outlined. 
Earliest,  II,  26-31,  42.  Training,  62.  Trium- 
phant finish  of  the  thousand-mile  trail,  304. 
Vow  to  refrain  from  riding,  388,  733.  Water 
routes,  Summary  of  mileage  on,  32.  Wear 
and  tear  of  machine,  37-41.  Weariest  day*s 
tour  in  four  years  (Ky.),  230.  Week*s  mile- 
age, Longest,  296.  Weight  and  height,  59. 
World's  record  for  straightaway  touring,  won 
by  1400  m.  ride  of  18S3,  300,  532,  549,  551. 



This  Book  of  Mine,  701-733. 
Advertisements  excluded,  as  a  pledge  of 
impartiality,  714,  719.  Amusement  and  in- 
struction for  uoo-cyders,  iv.  Autobiography 
between  the  lines.  An,  vi.  Autograph  edi- 
tion, Signing  3368  fly-leaves  for  the,  vi.,  710. 
BL  IVariifs  cold  shoulder  for  the  scheme, 
604.  Bookselling  against  trade-precedent, 
▼ii.  Boston's  notions  contrasted  with  New 
Yoric*s,  70S.  Bull-dog  as  an  inspiration,  703. 
Business  basis  of  good-will,  vi.,  vii.,  701,  714, 
716,  720,  732.  Circulars  and  specimen  chap- 
ters, 704-9.  Collegians  not  attracted,  708-9. 
Columbia  bicycles.  Incidental  adv.  of,  712-3. 
Comparison  of  my  scheme  to  Stevens's  round- 
the-fi'orld  tour,  483.  Complimentary  copies 
for  subscribing  editors,  711.  Conception,  vi., 
702.  Contents-table,  ix.-xx.  Contract  with 
Springfield  Printing  Co.,  707,  710.  Copartner- 
ship with  3000  advance  subscribers,  vii.,  701, 
714,  732.  Corrections  from  authors  and  pub- 
lishers, 71S.  Coftts  of  road-book  making  in 
general,  715.  Criticisms  invited,  715,  719. 
Curiosity  of  literature.  As  a,  vi.,  469.  Dates 
of  publication  hoped  for,  705,  707,  709-10. 
D^ication,  ii.  Delays  and  interruptions, 
733-6.  Egotism  as  a  business-necessity,  v., 
vi.,  701.  Electroiyping,  573,  590,  707,  710,  ix.- 
xx.  English  subs.,  Attraction  of,  706,  709. 
Enthusiasm  immortalized  by  the  subscription- 
list,  vi.,  4S4.  EnthuMasm  of  private  canvass- 
ers, 705,  709.  Estimates  of  cost  and  chances, 
703-71  712,  732.  Estimates  of  number  of 
words,  XX.  "Free  advertisement  "  begrudged 
at  Boston,  704;  but  cheerfully  offered  at  all 
other  places,  705-9;  given  by  my  book  to 
every  one,  714 ;  objections  analyzed,  718 ;  re- 
sulting from  censure,  719 ;  sneers  at,  484, 671 ; 
trade  advantage  of,  653.  Geographical  range 
of  my  subscribers,  vii.,  xx.  Gift-taking,  Ob- 
jections to,  712-14.  Hotels  and  libraries.  Sell- 
ing the  book  to,  714.  Impartiality  shown  by 
exclusion  of  advertisements,  714.  Independ- 
ence of  all  Popes  and  powers,  713.  Indexing, 
My  ideal  of,  as  a  final  cause,  viii.,  702.  In- 
spiriog  causes,  673,  702-3.  Last  apologies  for 
the  latest*written  chapter,  573,  590.  Literary 
ideal.  Simplicity  of,  iv.,  474.  London  cycling 
press.  Treatment  by,  695.  Mailing  of  books 
from  Springfield,  712,  714,  799.  Manufact- 
aring.  Contract  for,  707,  710.  Misprint  of 
"|i. 50'*  for  "^,"73*,  734,  799-  Money- 
making,  Chance  of,  vi.,  7011  73a.    Opinions 

of  subscribers  wanted,  714-5.  Pay  wanted  for 
publishing,   715.     Political    interruption.  A, 

726.  Pope  Mfg.  Co.'s  offers  of  support,  703, 
711-13.  Predictions  of  failure,  704,  706,  711. 
Preface,  iii.-viii.  Press,  Treatment  by  the, 
704-9,  718.  Price  misprinted  at  "  $1.50  "  in- 
stead of  "$a,"  732,  734,  799.  Printing, 
Progress  of,  710.  Proof-reading,  viii.,  710-11. 
Prospectus  (Dec.  3,  '83),  704,  (May  8,  '84) 
705.  Puffery  as  distinguished  from  advertis- 
ing, 718,  Reciprocation  asked  for,  718,  720. 
Reviewers,  Suggestions  to,  viii.  Scientific 
and  unobtrusive  egotism,  v.  Scope  defined, 
ii.  Special  ed.  of  200  on  heavy  paper,  710. 
Springfield  Printing  Co.,  707,  710-12.  Sub- 
scription-list, Growth  of,  xix.,  704-9;  signifi- 
cance of,  as  a  monument  of  sympathy,  vi. 
"  Ten  Thousand  Miles  on  a  Bicycle,"  45, 
4^  28 »,  35»,  372,  381,  383,  388,  469,  483-4, 
<^S5»  702.  Tradesmen,  Indifference  of,  709, 
71a  ;  reasons  why  they  should  freely  advertise 
and  help  its  sale,  653.  Type,  Preferences  as 
to  size  of,  vii.,  716-17.  Undergraduates  un- 
interested, 708-9.  Unpaid  agents  as  book-sell- 
ers, vii.  Warnings  for  the  "  general  reader," 
iii.  IVkeePs  liberal  support,  704-5,  707-8. 
Wheeling  and  WheelmerCs  Gazette  give  aid, 
706-9.  Words,  Estimated  number  of,  xx. 
Working  the  outside  press,  708.  "X.  M. 
Miles  "  as  a  title,  704. 

Philosophical  and  Sociai^ 
Affectations  of  society,  468.  Affection  and 
sympathy  in  cycling,  14,  729.  Appearances, 
The  cost  of,  729 ;  deceitf ulness  of,  408 ;  keep- 
ing up  of,  in  England,  446.  Aristocracy, 
396-7,  448-9-  Bachelors'  chambers,  440-2, 
455-6.  Bashfulness  a  form  of  vanity,  50a. 
Birthdays,  502.  Boastfulness,  502.  Bohe- 
mianism,  469.  Bores,  5,  309,  454,  471,  731-a. 
"  Boy-like  "  a  better  adjective  than  "  boy- 
ish," 14.  Buildings,  Lack  of  individuality 
in,  426;  human-like  changes  in,  430.  Cen- 
sure inspires  curiosity,  719.  Character  a 
growth,  426  ;  estimates  of,  631.  Childhood's 
egotism  charming,.  732.  Class  enthusiasm  at 
college,  391.  Clothes,  16.  Collegiate  finances. 
Proper  management  of,  437.  Colorlessness 
of  "  society  people,"  447-3, 455,  Companion- 
ship, The  cost  of,  255.  Compensations,  The 
law  of,  309,  731.  Concierge  as  autocrat  of 
Paris,  The,  458.    Condescension  in  thi  clergy, 

727.  Conformity,  The  Yoke  of,  443-4,  448, 


454.  Contempt  best  shown  by  silence,  596. 
Courage,  Suggestions  about,  725.  Custom 
u  Juggernaut,  444.  Danger  as  a  fascination, 
380.  Death,  The  fear  of,  468  ;  the  mystery 
of,  732-3.  Democracy,  An  ideal,  396 ;  social 
drift  towards,  448.  Eccentricity,  Pain  in  the 
consciousness  of,  443,  455.  Eonomy  of  pay- 
ing a  good  price  for  the  best,  606.  Egotism, 
v.,  732.  Elegancies  of  living  not  forbidden 
by  isolation,  456.  Endowments  for  colleges. 
Influences  affecting,  435-7.  English  house- 
hold comfort  superior  to  American,  444-5, 
449-50.  Enlightened  selfishness,  719.  Ex- 
clusiveness,  449.  Fallacy  of  getting  some- 
thing for  nothing,  604.  Fame,  Emptiness 
of.  iSi  309.  439,  465,  728-9,  733-  Familiarity 
kills  literary  curiosity,  731.  Family  perma- 
nence not  possible  in  America,  722.  Fatigue 
of  false  pleasure,  309.  Fighting  for  con- 
science' sake,  386 ;  for  peace,  466.  Freedom, 
The  charm  of,  255,  280,  462,  466 ;  the  costs 
of,  444,  468;  the  ideal  home  of,  428,  472. 
Genealogy,  Scientific  lessons  of,  723.  Gen- 
erosity of  wealthy  Americans,  435.  Genius, 
The  secret  of,  14.  Gossip  harmful  by  ex- 
cess, 280.  Graduation-year,  The  memory  of, 
391.  Gravity  defined  by  Rochefoucauld, 
727.  Happiness  in  keeping  boy-like,  14  ;  con- 
ditioned on  health,  294 ;  of  congenial  work, 
468 ;  of  mental  freedom,  469 ;  of  wheeling  in 
foreign^lands,  309.  Hermits,  Apparent  and 
real,  467-8.  Hobby-rider  as  a  bore.  The,  5. 
Hoggishness,  10,615,621.  Hospitality,  Per- 
fect machinery  for  (in  England),  442 ;  diffi- 
culties of  (in  America),  449-50.  Hotels,  442, 
450,  601-6.  Humor  of  disappointment,  The, 
256.  Hypocrisy  of  "  amateurism,"  628,  630, 
649.  Imitation,  The  servility  of,  446,  453, 
468.  Independence  defined  by  Hamerton,  468. 
Intellectual  exhilaration  in  long-distance  tour- 
ing, 301-3.  Insularity  of  British  business- 
men, 484.  Janitors,  A  study  of,  457-60.  Lit- 
erary faculty  a  form  of  weakness,  728.  Local 
limitations  of  "position,^  448.  Local  pride 
as  a  spur  to  public  spirit,  436.  Love,  15,  136, 
409-10, 442-3 ,  47*.  73  '•  Lying,  6,  *o,  397,  733- 
Matrimonial  ideals,  442.  Memory,  Fallibil- 
ity of,  391,  399,  404.  Mental  liberty,  454, 
468-9,  47a.  "  Money  "  a  universal  language, 
284,  701.  Motto  for  an  honorable  life,  6S0. 
Negroep*  behavior  at  Bermuda,  364.  Origin- 
ality, French  hatred  of,  468.  Ostentation, 
467,  469.    Philistinism,  469.    Pleasure  of  **  I 

told  you  so,"  The,  276.  Politics,  A  citizen's 
duty  towards,  726 ;  a  less-dignified  game  than 
wheeling,  309 ;  a  topic  for  conversation,  450. 
Publicity,  The  curse  of,  281 ;  privacy  made 
by,  429,  443.  Puffery,  The  mistake  of,  718. 
Respectability,  English  ideal  of,  446 ;  French 
ideal,  468.  Repute  and  reality,  jA.  Rich 
and  poor,  630,  720,  729.  Rivalries  of  men 
and  women  contrasted,  721 ;  of  Western 
cities,  436.  Savage,  Suggestions  of  the,  6r, 
62, 295, 309,  454-5, 466-9,  731.  Sectarian  con- 
trol of  colleges,  435.  Self -absorption.  An- 
tidotes for,  466.  Self-confidence,  Rarity  of, 
448-9.  Self-suppression  in  London  and  New 
York,  427,  447.  Servitude  to  servants  (in 
America),  449-5°  \  (in  England),  445-7-  Silence 
the  bitterest  form  of  contempt,  596.  Sincerity 
of  "last  words,"  730;  in  solitude,  467-9. 
Slaughter  as  the  chief  basis  of  renown,  465. 
Snobbery  shown  by  "  amateurism,"  650.  So- 
cial significance  of  various  residence-quarters 
in  N.  Y.,  65,  452.  Society,  as  an  ancient  and 
interesting  game,  728-9.  Solitude,  Pleasures 
of,  7, 34, 255,  406, 432,  454-6, 467-9 1  solace  for, 
14 ;  terror  of  to  evil-doers,  44?  *,  test  of  char- 
acter, 462.  Sophistry  as  a  lawyer's  main- 
stay, 724.  Sport's  highest  function,  739. 
Superstitions,  409,  413,  430,  463.  Sympathy 
in  a  common  hobby,  vi.,  5.  Theatrical  life 
defined  by  Fanny  Kemble,  728.  Thieves* 
shrewdness,  441.  Tonic  quality  in  hard  work, 
309,  468.  Travel,  Advantages  of  foreign, 
a,  469 ;  necessity  of  for  Englishmen,  447 ; 
relative'  isolation  in,  454.  Triumph,  Def- 
inition of,  304.  Undergraduates  as  demo- 
crats and  aristocrats,  396.  Vanity  as  a  lit- 
erary inspiration,  701;  in  portraiture,  aSo; 
melancholy  tokens  of  at  Mammoth  Cave, 
381 ;  density  of  in  "  social  leaders,"  455 ; 
solitude  as  a  deliverance  from,  468 ;  shown  by 
bashfulness,  502 ;  twists  the  street  numbers, 
586.  Veneration,  448.  Verbosity  of  Evarts 
defended,  724.  Votes,  The  significance  of, 
726 ;  the  power  of,  for  rebuking  the  preten- 
sions of  the  Great  American  Hog,  615,  621. 
War  and  peace,  386,  439.  Wealth,  1 5, 396, 453, 
469.  Whims,  Distinction  between  positive 
and  negative,  28  r.  Wives  and  mistresses, 
441-4.  Woods,  A  home  in  the,  as  an  escape 
from  conformity,  444,  454-6,  467-8.  Youth  : 
its  generous  "  illusions  "  defended  by  Renan, 
472  ;  its  pricelessneas  proclaimed  by  the 
hopeless  longing  of  Turgeneff,  728. 



Incidbnts  AKD  ACaOBNTS. 
Ankle  sprained  on  the  tow-path,  56, 
»4i.  Bad  boy  at  Port  Chester,  54.  Be- 
nighted in  Virginia  mud,  375.  Boston 
mfiianism  at  lantern-parade,  371.  Canal 
"coolers,"  340.  Clothes  rent,  307.  Col- 
lisions, 55,  733,  529.  Crossing  an  engine- 
hose,  516.  Descending  the  Blue  Ridge  in 
a  thunder-storm,  380.  Dog-bite  at  Yonkers, 
18.  Dog  carried  on  tricycle  by  Australian 
toorist,  565.  Elbow-breaking  of  my  ear- 
liest ride,  24,  62,  307.  Englishmen's  mis- 
haps, 539-40.  Falls  and  breakage  of  bicy- 
cl*!  37-40t  54.  306-7.  Fleeing  from  the 
customs  officers,  575.  Ford-crossing  in  a 
fanner's  cart,  378,  3S3.  Fording  the  rivers 
in  New  Zealand,  56S.  Forgetful  inn-keeper, 
The,  3 18.  Hard  luck  at  Bagg's  Hotel,  209. 
Headers  of  the  Down-East  party,  260,  276 ; 
of  T.  Stevens,  475,  478,  480.  Horses,  en- 
counters wiih,  57,  226,  321,  395-8.  Immu- 
nity from  accidents,  507,  511,  532,  537,  545, 
547, 585.  Insolence  of  hotel-clerk  rebuked, 
338.  Jumping  on  a  nail,  306.  Lantern 
parade  interrupted,  371.  Mules  scared  on 
ihe  Ene  tow-path,  9,  199, 208.  Mules  scare 
me  on  the  D.  &  H.  path,  44,  340.  Nar- 
row escapes  :  from  a  drunken  man's  whip, 
at  Springfield,  57  ;  from  runaway  mules  at 
Honesdale,  45 ;  from  a  recklessly-driven 
horse  at  Somerville,  733  ;  from  sunstroke, 
on  the  "  hottest  day  of  eleven  years,"  54, 
153.  Pilfering,  57.  Pocket-book  lost  and 
restored,  150.  Prospect  Park  fatality,  586. 
Racing  for  the  homeward  steamer,  362. 
Rattlesnake  bite  in  Nebraska,  478.  Road- 
race  interrupted  by  frightened  mare,  321. 
Stevens  (T.)  in  Afghanistan,  571 ;  at  An- 
gora, 48a ;  in  a  Persian  snow-storm,  570; 
mobbed  in  China,  572.  Talks  with  specta- 
tors of  the  Bull  Run  battles,  375.  Upset 
by  bad  boy  of  Port  Chester,  54. 


Acquaintances  alluded  to,  136,  410, 
433,  4^,  450,  453,  731.  Adulation  of 
the  dergy,  737.  Mrs.  Allen's  long  tri- 
cycle ride.  554.  "Amaryllis,"  44a.  Amen- 
can  iodal  tjrpeSt  449'  Australian  tricycle 
toarists,  56a.  Mrs.  President  Bates,  505. 
Miss  Brock's  sketch  of  Wcyer's  cave,  382. 
Gary  nsters,  731.  "  Cecil  Dreeme,"  438-9, 
44('    Chance  to  learn  tricyding  at  Orange, 

588.  Characters  in  H.  James's  novel, 
"  Washington  Square,"  43a.  Charmers  of 
Calais,  The,  266.  Citizenesses  of  Machias, 
27a.  Condexge's  wife,  458.  Countess  de 
Castiglione's  vanity,  a8o.  Mrs.  J.  C.  R. 
Dorr's  "  Bermudian  Days,"  366-7.  Miss 
Erskine's  book  on  "  Tricycling  for  ladies," 
684.  Fifth  Avenue  residents,  453.  Girl- 
graduates  in  Kentucky,  23a.  Hatred  of 
each  other,  721.  Hotel  life,  450.  H.  H.'s 
definition  of  triumph,  304.  Inquisitiveness, 
302.  "  Isabel's"  notions,  216,  447.  Mrs. 
Kemble's  opinion  of  theatrical  life,  728. 
Mrs.  M,  J.  Lamb's  "  Hist,  of  N.  Y.  City," 
433-  Mrs.  F.  T.  McCray's  cycling  novel, 
655.  675.  "  M'd'lle  des  Mollets,"  429, 439. 
Maidens  of  college  days,  136.  Mammoth 
Cave,  Suggested  troubles  at,  383.  Mat- 
rons' conversation,  450.  Mrs.  C.  B.  Mar- 
tin's book  of  Mt.  Desert,  281.  Matrimo- 
nial allusions,  280,  410,  472,  731.  Mem- 
bers of  C.  T.  C,  638.  Mistresses  and 
wives,  442-4.  Mileage  records,  528,  530, 
543.  554,  562.  Newspaper  gossip,  a8i. 
Novel  of  tricyding,  655,  675.  Orange 
Wanderers,  530.  Mrs.  PenneQ's  tricycling 
tours,  530,  655,  687.  Queen  Victoria,  471. 
Mrs.  Radcliffe's  novels,  430.  Rarity  of 
"character,"  426.  Reproaches  from,  on 
tow-path  and  sidewalk ,  9,  1 1.  Rivalry,  72 1 . 
"  Rosalind,"  439.  Miss  E.  L.  Smith's 
cycling  novel,  655,  675.  Miss  Sylvester, 
"  bicyclienne,"  530.  "  Sweet  Singer  of 
Mich.,"  Quotation  from  the,  729.  Timid- 
ity of,  in  horse-driving,  10, 3 13.  Tricyclers, 
517.  5»9.  52I1  5»3,  S«4,  528.  530.  534.  54«, 
564.  "Tricycling  for  Ladies,"  Miss  Ers- 
kine's  book  on,  684.  Tricycling  tours, 
Mrs.  Pennell's,  530,  655,  687.  Servant- 
girls'  dread  of  the  U.  B.,  431,  440;  modes 
of  ruling  their  employers  in  England  and 
America,  445,  449.  "  Skatorial  queen," 
400.  Universal  rivals,  731.  Velodpede 
racers  in  Paris,  403.  "  Viola,"  439.  "  Vir-  . 
ginia,"  442.  Visitors  to  the  University 
Building,  441^.  470-  Waiters  in  the  Mo- 
hawk  Valley,  13.  "  Wheds  and  Whims," 
655,  675.  Miss  Winthrop's  book,  439. 
Wives  of  whedmen,  505,  506,  508,  516, 517, 
519,  5a»,  5^3.  5»4,  5a8»  53o.  548,  554. 
Writers  quoted  or  alluded  to,  3^1,  304, 
366-7,  382,  433.  530,  655,  67$,  684,  687,  728, 
7»9.  73  «• 


Lbagub  Politics. — Recent  even  is  require  a  correction  of  the  complimentary  opinions  on 
pp.  618,  620-1.  On  Mar.  24,  'S;,  the  President  of  the  L.  A.  W.  removed  from  the  office  of 
Representative  of  the  Penn.  Division  the  man  who  had  for  two  and  a  half  years  served  with 
great  apparent  efficiency  as  League  Secretary-Editor,  "  for  malfeasance,  upon  the  following 
grounds,  namely:  (i)  In  that,  being  such  Representative  and  also  Secretary- Editor  of  said  League, 
you  wrongfully  converted  and  appropriated  to  your  own  use  the  funds  of  said  League,  collected 
by  you  in  your  official  capacity.  (2)  In  that,  being  such  Representative,  you  instigated  ahd  are 
instigating,  aiding,  and  abetting  the  circulation  of  scandalous,  libelous  and  false  sta.tenients  as 
to  the  conduct  and  motives  of  the  Executive  Committee  of  said  League,  and  of  its  Board  of 
Officers  at  the  recent  meeting  in  January  last.  (3)  In  that,  being  such  Representative  and 
owing  allegiance  to  said  League,  you  conspired  with  a  certain  official  thereof,  namely,  John  A. 
Wells,  Chief  Consul  of  Pennsylvania,  to  procure  the  cancellation  of  advertising  contracts  for  the 
BuUetbty  and  the  execution  in  the  place  thereof  of  contracts  with  said  Wells,  individually,  for  such 
advertising,  thereby  endeavoring  to  divert  legitimate  business  from  said  BuUetin  and  to  injure 
and  if  possible  destroy  its  publication."  The  man  last  named  was  also  removed  by  the  Presi- 
dent, at  the  same  lime,  "for  malfeasance,  upon  the  following  grounds,  namely  :  (i)  In  that, 
being  Chief  Consul  of  Pennsylvania,  and  Secretary  pro  tempore  of  said  League,  you  received 
official  papers  and  refused  and  neglected  to  deliver  them  to  your  successor  as  Secretary,  but 
turned  them  over  to  the  committee  of  an  adverse  faction  inimical  to  the  Executive  Committee 
and  Board  of  Officers.  •  •  •  (4)  In  tliat,  being  such  Chief  Consul  and  owing  alle- 
giance to  said  League,  and  being  in  duty  bound  to  aid  and  assist  it,  you  attached  by  legal  proc- 
ess the  entire  bank  account  and  the  office  effects  thereof  at  Philadelphia,  for  an  alleged  daim  for 
advertising  commissions,  payment  of  which  had  not  been  refused,  to  an  amount  largely  in  excess 
of  said  supposed  claim,  with  the  object  of  hindering,  harassing,  and  annoying  the  Executive 
Committee  and  officers  of  said  League,  and  by  such  unjustifiable  duress  of  compelling  payment 
of  said  alleged  claim."  The  second  and  third  charges  against  the  C.  C.  were  identical  with 
the  second  and  third  against  the  ex-Secretary,  whose  note  of  Mar.  2S,  accepting  the  removal, 
said  :  "  I  have  decided,  much  against  my  own  personal  Interests,  to  drop  the  controversy  where 
it  now  is  and  to  refrain  from  any  further  comments  on  the  charges  thus  far  made  against  me ; 
though  their  truth  I  emphatically  deny."  All  the  foregoing  appeared  in  the  Bulletin  of  Apr.  i 
(p.  266) ;  and  its  issue  of  Apr.  15  (p.  298)  contained  these  final  words  from  the  ex-Secretary, 
dated  April  9  :  "  I  hereby  resign  my  membership  in  the  League  of  American  Wheelmen." 

The  full  history  of  this  deplorable  case  covered  six  pages  of  fine  type  in  the  BuUetin  of 
Mar.  II,  '87,  and  was  in  form  an  '*  official  statement  by  the  Executive  Committee  to  the  offi- 
cers  and  members  of  the  League."  For  the  clear  and  moderate  language  of  the  narrative,  and 
the  business-like  way  in  which  the  letters  of  the  ex-Secretary  were  marshaled  in  unanswer- 
able evidence  against  himself,  I  suppose  credit  must  be  given  to  the  legal  member  of  the  com- 
mittee, J.  C.  Gulick.  As  early  as  the  Board  meeting  of  Feb.  22,  *86,  the  Secretary's  mode  of 
keeping  accounts  had  been  sharply  criticised  (5«//e/m,  pp.  192,  216-18),  and  at  the  next  or 
annual  meeting.  May  28,  the  Executive  Committee  were  instructed  to  prepare  a  report  showing 
the  exact  finandal  condition  of  his  office.  The  Secretary  absented  himself  from  that  meeting, 
on  the  plea  of  illness  caused  by  overwork,  and  was  represented  there  by  J.  A.  Wells  ("  Sec.-£d. 
pro  /*»r.,"— a  special  partner  in  the  firm  of  E.  Stanley  Hart  &  Co.,  printers  of  the  Bnlhiin), 
who  declared  that  two  designated  banks  of  Philadelphia  then  held  League  funds  amcranting  to 
*4438.v  (s««  verbatim  report,  Bulletin,  June  11,  »86,  p.  536,  1st  col.).  Though  this  partly 
allayed  the  suspicions  aroused  by  the  Secretary's  failure  to  send  the  Division  treasureis  their 
money,  the  Executive  were  nevertheless  ordered  to  investigate  him,  as  aforesaid ;  and  he  tkere- 


upon,  seeing  that  exposure  was  inevitable,  wrote  to  the  President  (June  i6,  ^),  confessing 
**  an  inexplicable  and  inexcusable  loss  of  jj^soo,  whereof  at  least  1^4500  belonged  to  the  L.  A. 
W. ;  and  1  am  left  without  a  cent  of  my  own  to  replace  it  with."  The  committee,  being  in 
doubt  as  to  their  ability  to  carry  on  a  criminal  prosecution  in  behalf  of  an  unincorporated  body, 
—or  to  collect  the  1^3000  bonds  whidi  had  been  signed  to  it,  "  as  a  corporation,"  by  two  Phila- 
delphiaus,  as  sureties  for  the  Secretary's  honesty,— decided  to  use  the  self-incriminatory  letter 
as  a  bait  for  getting  back  the  lost  money,  before  they  discharged  the  defaulter  from  his  official 
post.  By  the  employment  of  a  firm  of  expert  acaiuntants,  Vesey  &  Vesey,  and  the  payment  of 
some  $750,  for  this  and  other  incidental  expenses,  they  discovered  that  the  defalcation  had  at 
one  time  been  about  #5700 ;  they  put  in  operation  a  new  set  of  books  which  would  render  further 
irregularities  much  more  difficult  of  concealment ;  and  they  finally,  on  Aug.  3 1,  got  back  the  last  of 
the  missing  cash.  Before  returning  his  written  "  confession  "  to  the  Secretary,  they  had  a  copy  of 
it  taken  and  sworn  to  (as  printed  in  BuHttin^  Mar.  ti,  '87,  p.  aoi);  and  the  accountants,  Vesey 
&  Vesey,  also  took  copies  from  this  original  letter,  and  they  publicly  declared  that,  from 
their  familiarity  with  the  Secretary's  handwriting,  they  had  no  question  whatever  of  its  authen> 
ticity  {/imerican  Athlete^  April  a,  '87,  p.  57), — though  he  himself  denied  it  as  a  '*  preposterous 
fabrication  "  (./4 .  A.^  Mar.  19,  p.  42).  The  accountants  discovered  that  the  net  loss  on  18 
months'  publication  of  the  BmlUtm  had  been  "  within  $200  of  $5000,"  despite  the  annual  allow- 
ance of  $3500  for  salaries  and  rent,  and  extra  grants  for  postage  and  incidentab  ;  and  they  de- 
clared their  inability  to  get  from  the  Secretary  the  check-books,  pass-books  or  checks  which 
Bnight  show  his  transaaions  with  the  bank  where  he  deiwsited  most  of  the  League  money. 

It  should  be  noted  that  the  funds  were  restored  just  before  the  stated  Board  meeting  of  Sept. 
3,  *86,  thus  allowing  the  committee  to  make  a  favorable  report  of  their  investigation  {Bul.^  Sept.  17, 
p.  298),  instead  of  announcing  the  deficiency.  They  next  worked  assiduously  to  secure  from 
the  Sccretauy  a  legally  valid  bond  of  1^3000,  in  substitution  for  the  imperfect  one  which  nomi- 
nally held  him ;  and  they  got  it,  Oct.  39,  or  more  than  a  month  after  their  first  written  demand 
had  followed  their  verbal  request.  Upwards  of  a  dozen  letters  were  exchanged  in  this  interval 
and  they  may  be  perused  by  whoever  is  curious  to  study  the  Secretary's  skill  as  a  prevaricator 
{Bml.y  Mar.  11,  '87,  pp.  204-5);  but  the  final  phrase  of  the  final  one,  dated  Oct.  25,  which  brought 
his  pn>crastination  to  an  end,  was  this  :  "If  the  said  satisfactory  bond  is  not  in  our  hands 
before  Nov.  i,  the  committee  will  be  under  the  necessity  of  removing  you  from  the  office."  A 
unDarly  inexcusable  delay  was  shown  by  him  in  obeying  the  recommendation  made  in  the 
eariiest  report  of  the  expert  accountant  (June  30,  '86;  see  Bul.^  Feb.  xi.  Mar.  11,  '87,  pp.  117, 
205),  that  he  should  no  longer  be  allowed  to  deposit  League  money  in  his  own  private  bank 
account,  or  to  draw  checks  upon  it  without  the  counter-signature  of  one  of  the  Executive  Commit- 
tee ;  for  the  November  checks  were  the  earliest  ones  forwarded  to  them  for  such  signature,"  there- 
by revealing  that  J.  A.  Wells,  whom  we  had  assumed  as  a  voluntary  friendly  assistant,  was  drawing 
iraauthorized  pay,  for  commissions  on  Bulletm  advertisements."  At  the  earliest  committee-meet- 
ing after  this  disclosure  (Phila.,  Dec.  12),  "  it  was  at  first  determined  to  demand  the  Secretary's 
resignation  " ;  but  desire  to  avoid  public  scandal— the  same  motive  which  had  previously  led 
the  committee  to  treat  him  with  what  their  critics  call  undue  indulgence — induced  them  to  post- 
pone action,  in  the  hope  that  at  the  annual  winter  meeting  of  the  full  Board,  appointed  for  Jan. 
17,  a  new  Secretary  might  be  quietly  elected,  and  the  League's  good  name  be  kept  untarnished. 

"  Before  many  da>'s,  however,  it  became  clear  that  such  delay  was  injudicious,  and  that  the 
Secretary  should  either  tender  his  resignation,  be  requested  to  resign,  or  else  be  removed  from 
office,  before  the  convention  met.  A  letter  from  the  President  to  that  eflFect  brought  him  and 
Mr.  Wells  to  New  York  for  an  interview,  wiih  the  cool  statement  that  the  resignation  would  be 
offered  on  the  condition  that  Mr.  W.  should  be  appointed  his  successor."  The  President  hav 
ing  insisted  on  the  impropriety  of  this,  and  referred  the  matter  to  the  Executive  Committee,  Mr. 
W.  appeared  before  them  and  "gave  assurance  that  he  would  admit  an  unconditional  resigna- 
tion by  the  Secretary,  to  take  effect  at  once,"— but  in  the  hope  that  this  concession  would  im- 
prove  his  own  chances  of  appointment.  On  Jan.  11, '87,  the  President  telegraphed  to  him  : 
'*  Have  reoeived  resignation.    Will  you  accept  Sec- Ed. 's  office  until  Jan.  17?    If  so,  publish 


resignation  and  appointment  in  BuUetin.^^  That  paper  of  Jan.  14  (pp.  30-31)  printed  the  Sec- 
retary's letter,  which  was  dated  Jan.  i,  and  said  the  resignation  was  "  caused  by  the  acceptance 
of  a  very  flattering  business  offer,"  and  would  "  take  effect  on  the  election  of  my  successor, 
Jan.  17," — which  limitation  had  not  been  noticed  by  the  President  when  he  sent  the  telegnm. 
On  the  mere  authority  of  this  telegram,  the  Secretary  printed  a  formal  letter,  of  same  date,  with 
the  President's  signature  attached  to  the  following  phrase  :  "  It  affords  me  pleasure  to  appoint 
to  this  responsible  position  Mr.  John  A.  Wells,  Chief  Consul  of  the  Pennsylvania  Division, 
and  I  take  this  opportunity  to  congratulate  the  League  on  the  fact  that  a  gentleman  of  Mr. 
Wells'  well-known  abilities  has  been  induced  to  accept  the  position."  {Bul.^  Jan.  14,  '87,  p. 
31).  As  the  President  never  wrote  these  words,  they  were  presumably  fabricated  by  the  Secre- 
tary, who  printed  just  below  them,  over  his  own  signature,  a  "  fraternal  address  to  all  League 
members,"  containing  additional  compliments  for  his  ostensible  successor,  thus  :  "  I  do  not  doubt 
that  the  wisdom  of  our  President's  prompt  choice  will  meet  with  an  emphatic  indorsement  by  our 
Board.  Mr.  Wells'  accepunce  of  the  trust  assures  the  League  that  a  conservative  and  able  ad- 
ministration will  be  the  result  of  such  a  choice."  A  more  elaborate  farewell  address  was  promised 
for  the  issue  of  Jan.  ax ;  but  as  the  Executive  Committee  managed  to  regain  control  of  their  prop- 
erty before  then,  they  naturally  "  barred  the  insertion  of  further  self-laudatory  effrontery  and 
hypocritical  infliction  "  ;  and  on  Jan.  16,  when  the  President  told  the  Sec.  he  must  either  resign 
at  once  or  be  removed,  he  resigned  unconditionally,  and  Mr.  Wells  was  appointed  Sec.  /rv  tern. 
To  explain  the  committee's  manner  of  regaining  control  on  Jan.  17,  it  is  necessary  to  go 
back  a  little  and  say  tliat  when  the  Secretary's  confession  of  defalcation  put  upon  them  the  difS- 
cult  duty  of  discovering  some  suitable  person  to  appoint  or  elect  in  his  place,  at  such  time  as  he 
should  be  gotten  rid  of,  they  naturally  turned  towards  the  Chairman  of  the  Racing  Board.  On 
the  one  hand,  he  was  an  elderly  man,  who  liad  won  the  re.spect  of  League  members  by  the 
straightforward  way  in  which  he  had  enforced  their  odious  "  amateur  rule,"  that  cycle  racing  in 
this  couhtry  must  be  governed  as  a  matter  of  social  etiquette  and  pecuniary  standing  rather  than 
as  a  matter  of  sport  and  swiftness  (see  p.  630),  and  who  had  had  a  longer  experience  at  the  busi- 
ness of  cycling  journalism  than  any  other  American  (p.  525) ;  while,  on  the  other  hand,  his 
newly-born  weekly,  the  Cycle,  gave  few  tokens  of  any  such  financial  support  as  might  ensure  its 
permanent  prosperity  (p.  665).  When,  however, — after  gaining  his  consent  to  abandon  this,  in 
favor  of  the  more-certain  income  attaching  to  the  position  of  Secretary- Elditor, — ^they  bistirred 
themselves  to  secure  such  a  number  of  "  proxy  votes  "  as  would  place  his  election  beyond  ques- 
tion, they  found  that  the  actual  Secretary  had  already  put  out  a  drag-net  for  the  capture  of 
enough  "  blank  proxies  "  to  elect  his  own  successor  and  "  keep  the  BHlletin  at  Philadelphia." 
Aroused  thus  to  the  danger  of  seeing  themselves  triumphantly  defied  by  the  defaulter  whom  they 
had  treated  so  leniently,  they  made  the  "  combination  of  Massachusetts,  New  York  and  Ohio," 
which  elected  their  candidate  over  his,  by  a  majority  of  34  in  a  total  vote  of  136.  The  ballot  was 
not  cast  until  it  p.  m.  of  Jan.  17,  though  the  session  began  at  11  a.  m., — ^most  of  the  intermedi- 
ate time  being  spent  in  debating  the  Secretary's  right  to  collect  blank  proxies  from  the  unwary 
and  put  them  into  his  friends*  hands  for  voting.  There  were  15  such  proxies  rejected  by  the 
Board,  2  others  because  of  non -residence  and  2  others  because  sent  by  telegraph  ;  and  though 
the  legalization  of  these  19  could  not  have  changed  the  result  of  the  actual  vote  (S5  to  51),  it 
might  have  been  changed  by  the  whole  "  42,"  which  the  Secretary's  statement  said  were  given 
to  him  (A.  A.,  Mar.  5,  p.  11).  His  failure  to  offer  23  of  these  seems  to  imply  that  not  enough 
of  his  partisans  were  present  to  use  them  ;  1.  e.,  the  distribution  of  these  19  in  addition  to  the 
allowable  proxies  seems  to  have  brought  them  all  up  to  the  legal  limit  of  "  three  each."  On 
the  very  night  of  his  defeat,  the  "  Sec.  pra  iem.^*  made  a  peremptory  demand  for  $1000,  on  a 
printing  bill  due  his  firm  (which  had  not  previously  been  named  as  urgent,  but  which  the  com- 
mittee at  once  paid) ;  and  on  the  following  morning  he  and  the  ex-Sec  hurried  home  to  Phila., 
without  attending  the  adjourned  session  of  the  Board,  carrying  with  them  the  official  papers  and 
documents  which  were  needed  for  the  transaction  of  its  business.  A  unanimous  vote  was  there- 
fore  passed  that  they  *' deserve  the  severe  censure  of  this  Board  and  of  every  member  and 
friend  of  the   League,  for  betrayal  of  trusts  reposed  in  them,  for  conduct  prejudicial  to  the 


League,  and  for  malfeasance  in  office  " ;  and  it  was  later  declared  as  the  sense  of  t^e  Board  **  that 
the  President  ought  forthwith  to  remove  them  from  their  offices,  as  guilty  of  malfeasance/' — 
though  he  did  not  in  fact  do  this  until  March  24.  The  latter  resolution  was  seconded  by  "  the 
only  Representative  of  Pennsylvania  remaining  in  attendance/'— for  the  others  kept  away  from 
the  adjourned  session,  and  w  did  not  hear  the  reading  of  the  certified  copy  of  the  letter  of  June 
16,  *86,  which  confessed  the  defalcation.  They  had  heard,  however,  the  strong  verbal  protest 
of  the  ex-Secretary  against  the  propobal  to  read  it,  at  the  first  day's  session,  as  supplementary 
to  the  ihree  reports  of  Vesey  &  Vcscy,  accountants,  which  were  read  then.  The  first  day's 
vote,  that  the  damaging  figures  of  these  reports  and  the  other  unpleasant  facts  of  the  meeting  be 
not  given  to  the  press,  was  rescinded  on  the  second  day,  when  the  defiant  withdrawal  of  die  ex- 
Secretary's  defeated  faction  had  made  clear  that  the  Board  must  proclaim  the  full  truth,  however 
scandalous,  as  the  only  sure  method  of  justifying  their  conduct  to  the  general  membership. 

The  first  impulse  and  intention  of  the  seceding  faction,  according  to  general  rumor  and  be- 
lief, was  to  refuse  recognition  of  the  new  Secretary-Editor,  as  illegally  elected,  and  so  "  keep 
the  BmiUtiH  at  Philadelphia  "  until  an  appeal  could  be  made  to  the  League's  general  member- 
ship. Nothing  so  foolhardy  was  attempted  in  fact,  however,  and  the  intention  itself  was  stoutly 
denied, — though  the  actual  folly  of  the  "  mass  meeting  of  Feb.  1  "  made  such  rumor  seem 
plausible.  When  ihe  new  Secretary  arrived,  on  Jan.  19,  he  was  put  iu  possession  of  the  League 
office,  civilly  if  not  graciously,  and  no  special  obstacles  seem  to  have  been  thrown  in  the  way  of 
bis  getting  control  of  its  business.  The  BulUtiM  of  Jan.  21,  which  was  already  in  t3rpe,  printed 
his  name  as  editor,  but  said  :  "  By  request  of  the  Executive  Committee,  Mr.  J.  A.  Wells  has 
uken  char:ge  of  this  week's  issue  ;  "  so  that  the  paper  of  Jan.  aS  was  really  the  first  one  under 
the  new  rigifme.  It  gave  a  condensed  account  of  the  two  days'  meeting  and  of  the  committee 
reports  read  then,  and  also  printed  the  ex-Secretar>''s  report,  which  he  had  not  been  allowed  to 
read  in  advance  of  the  election  on  the  first  day,  and  which  he  declined  to  read  or  to  leave  for  his 
successor  to  read  on  the  second  day.  The  document  is  an  interesting  and  valuable  on/s  (filling 
nine  columns  of  nonpareil  type,  though  some  parts  were  omitted),  and  I  should  be  glad  to  quote 
extensively  from  its  well-tabulated  facts  about  League  membership,  and  its  shrewd  special- 
pleading  about  the  Bulletin.  In  the  same  issue  (p.  75)  appeared  a  farewell  sonnet  to  the  ex- 
Secretary,  which,  though  creditable  to  the  author's  literary  ability  (as  well  as  to  his  goodness  of 
heart, — assuming  that  he  wrote  before  discovering  the  unworthiness  of  the  object  of  it),  ought 
never  to  have  been  published  by  the  new  Secretary,  who  was  fully  aware  of  that  unworthiness. 
He  issued  four  more  numbers  at  Phila.,  but  has  since  published  it  in  Boston,  at  the  former  office 
of  the  Cycle^  22  School  st., — the  printers  being  A.  Mudge  &  Son,  24  Franklin  st.  "  We  were 
obliged  to  make  a  quick  move  to  Boston,  to  print  this  Bulle/in,"  he  said,  March  4,  "  for  only 
six  days  before  its  date  the  firm  to  which  Mr.  Wells  belongs  suddenly  discovered  they  could  not 
print  it,  as  expected.  This  is  only  one  of  many  annoyances  to  which  he  has  subjected  us, — such 
as  the  refusal  to  furnish  a  mail-list,  the  demand  for  weekly  payment  of  printing  bills,  and  the 
attachment  of  all  the  League  effects  in  Phila."  The  latter  process  was  served  Feb.  18,  on  the 
pretext  of  securing  a  claim  for  $572,  alleged  to  be  due  for  commissions  on  advertisements.  Five 
or  six  weeks  later,  rather  than  have  the  trouble  of  a  law-suit,  the  League  compromised  for  $200. 

Meantime,  on  Mar.  5,  the  day  when  the  first  Boston  issue  of  Bulletin  appeared,  he  an- 
nounced himself  as  "  managing  editor  of  the  American  Athlete  (P.  O.  Box  916,  Phila.),  official 
of]gan  of  the  Association  for  the  Advancement  of  Cycling,  and  of  the  Pa.  and  Md.  Divisions  of 
L.  A.  W.  Published  every  ahemate  Saturday  by  the  Am.  Ath.  Pub.  Co.,  321  Chestnut  St.,  and 
entered  at  the  P.  O.  as  2d  class  matter."  In  the  second  issue,  Mar.  19,  the  "official  organ" 
phrase  was  displaced  by  the  following  :  "  an.  independent  bi-weekly  journal,  devoted  to  <tmateur 
cycling,  cricket,  lawn-tennis,  base-ball,  rowing,  and  other  amateur  athletic  sports ;  "  and  in  the 
third  issue,  Apr.  3,  "  Box  9x6  "  (long  familiar  to  League  men  as  the  ex-Secretary- Editor's)  was 
displaced  by  "  Box  1228,"  with  the  remark  that  that  person  "  does  not  have  and  never  has  had 
any  financial  interest  in  this  paper,  and  that  he  is  not  and  never  has  been  our  employ^,  either  as 
assistant-editor,  correspondent,  or  in  any  other  capacity  whatever."  The  significance  of  this 
disclaimer  is  connected  with  the  fact  that  p.  57  of  the  same  paper  printed  the  letter  from  Vesey 


&  Vesey,  accountants  (quoted  at  the  outset  of  this  article),  affirming  that  the  ex-Secrctary's  con- 
fession of  defalcation,  written  June  x6,  was  copied  by  them  July  2  ;  and  tliat  their  report  of 
Aug.  II,  '86  (read  at  Board  meeting  of  Jan.  17,  '87;  printed  in  Bm/.,  Feb.  11,  p.  118,  isicoL) 
showed  the  amount  of  it  to  be  $5532.79.  Attached  to  the  latter  was  the  following  editorial  note : 
**  The  above  is  as  great  a  surprise  to  us  as  it  will  be  to  any  of  our  readers.  As  the  Executive 
Committee  liad  all  this  information  in  their  possession  at  the  League  Board  meeting  at  Buffalo, 
last  September,  why  in  the  name  of  all  that  is  honest  did  they  not  depose  him  then  and  there, 
or  at  least  place  the  facts  in  their  possession  before  the  Board,  instead  of  making  a  manifestly 
false  report.  If  these  men  have  deceived  the  Board  once,  they  will  do  so  again,  and  the  only 
safe  course  the  League  can  pursue  is  to  elect  an  entirely  new  Executive."  Yet  the  first  issue  of 
this  journal,  only  four  weeks  before,  had  devoted  all  save  2  of  its  21  columns  to  attempting  the 
defense  of  the  ex-Secretary,  and  the  discrediting  of  those  who  had  helped  to  depose  him  !  He 
himself  filled  four  columns  with  an  "  affidavit "  and  three  more  with  a  "  statement,'*  whose 
conclusion  was  editorially  promised  for  the  second  number.  Instead  of  this,  however,  he  printed 
eleven  columns  (Mar.  19,  pp.  3S-43),  called  a  "  reply  to  the  false  and  libelous  charges  of  the  Ex- 
ecutive Committee's  *  Statement '  in  Bulletin  of  Mar.  11."  The  first  eight  columns  of  this  were 
given  to  abusing  the  committee, — endeavoring  to  show,  by  an  exposure  of  their  private  letters  to 
him,  that  they  were  men  of  weak  character, — while  two  columns  were  devoted  to  "  an  emphatic, 
broad  denial  "  of  his  own  self-incriminatory  letter,  unaccompanied  by  any  reasonable  evidence 
against  its  authenticity.  The  same  issue  gave  iS  columns  more  to  a  stenographic  "  report  of  the 
mass  meeting  of  the  Pa.  Div.,  L.  A.  W.,  qt  the  rooms  of  the  Phila.  B.  C,  Feb.  1,  '87,  to  protest 
against  the  illegal  and  unwarranted  acts  of  the  Board  meeting  of  Jan.  17-18," — the  outcome  of 
which  was  the  publication  of  a  verbatim  report  of  the  latter  meeting  {Bul.^  Feb.  11,  i8,  pp. 
1x2-22,  143-6),  and  of  the  Ex.  Com.  Statement  and  Credentials  Com.  Report  {^Bnl.  Mar.  ti,  25, 
pp.  201-7,  242).  No  logical  reader  of  these  documents  can  have  any  doubt  as  to  the  fairness  and 
wisdom  shown  by  the  League's  Board,  on  Jan.  17,  in  getting  rid  of  the  officers  who  had  betrayed 
it ;  and  the  singular  fatuity  with  which  a  considerable  number  of  full-grown,  intelligent,  well- 
roeaiiing,  honest  and  respectable  Philadelphians  "  wrote  themselves  down  "  in  their  expressions 
at  that  "indignation  meeting  of  Feb.  i  "  (as  preserved  in  the  cold  type  of  its  stenographic  re- 
port), seems  to  me  to  rank  as  a  psychological  phenomenon.  Their  unaccountable  simplicity  in 
being  beguiled,  even  a  fortnight  after  the  official  accountant's  grim  figures  ("$5532.79  defalca- 
tion ")  had  become  a  matter  of  record,  is  only  matched  by  the  amazing  effrontery  of  ihe  ex- 
Secretary,  in  forcing  the  League's  officers  to  make  a  public  scandal  of  his  crime.  There  is  some- 
thing bewildering  and  almost  incredible  in  the  choice  he  made,  to  defy  them  and  attempt  con- 
cealing the  truth  from  their  10,000  supporters,  after  putting  his  signature  to  a  long  confession 
which  says :  "At  least  $4500  of  this  missing  $6200  was  money  belonging  to  the  L.  A.  W." 
"One  amount  of  $1000  I  have  raised,  but  $4000  at  least  I  must  have  at  once  or  be  forever  dis- 
graced."    "  I  cannot  longer  stand."    "  I  must  have  release  or  give  it  up  and  die." 

Though  the  former  practice  of  selling  the  League  mailing-hsls  (at  $2  to  $5)  was  forbidden, 
by  vole  of  Ex.  Com.,  some  years  ago,  these  lists  have  been  used  in  sending  out  the  American 
Athlete^  which  thus  boasts  a  "guaranteed  circulation  of  over  10,000  copies  per  issue."  Its 
nominal  price  is  50  c.  a  year,  3  c.  a  copy;  and  its  5  numbers,  to  Apr.  30,  show  loS  pp.,  whereof 
40  pp.  are  advertisements.  The  object  of  its  existence  has  not  been  very  clear  since  the  third 
issue,  when  the  task  of  defending  the  defaulting  ex-Secretary  was  thrown  overboard  as  hopeless, 
and  it  will  probably  not  last  much  longer.  The  men  who  saved  the  League  from  the  machina- 
tions of  its  editor  will  perhaps  read  it  while  it  lasts,  for  the  sake  of  the  spiteful  slurs  and  innuen- 
does which  testify  to  the  thoroughness  of  their  work.  The  intellectual  feebleness  which  inspires 
this  malice  is  shown  by  the  pretense  that  the  BulletirCs  transfer  to  Boston  "  puts  it  under  the 
thumb  of  the  Pope  Mfg.  Co."  ;  and  that  the  expressed  intention  of  League 'members  to  promote 
to  their  presidency  the  man  who  as  Vice-President  helped  the  other  two  members  of  the  Ex. 
Com.  to  get  rid  of  the  defaulter,  "  means  merely  that  the  Pope  Mfg.  Co.  orders  the  place  to  be 
given  to  one  of  its  stockholders."  The  general  carelessness  and  thoughtlessness  which  charac- 
terize much  of  the  editing  and  writing  in  the  cycling  press,  have  likewise  been  shown  in  most  of 


the  printed  comments  on  this  lamentable  case.  These  chance  critics  have  treated  it  as  a  personal 
quarrel  between  two  official  factions  of  nearly  equal  merit  and  importance  ;  and,  witti  a  lazy  dis- 
like of  investigating  its  merits,  have  flippantly  declared  "  the  whole  business  is  a  bore."  Tire- 
some the  case  has  been,  of  necessity,  but  there  has  been  nothing  quarrelsome  about  it,  any  more 
than  about  the  conduct  of  judges  and  juries  who  bring  other  evil-doers  to  a  halt.  The  struggle 
was  an  attempt  of  the  organized  wheelmen  of  America  to  maintain  their  official  integrity ;  and 
lasting  gratitude  belongs  to  their  representatives  who  proved  that  they  had  power  to  do  it. 

In  the  latest  annual  election  of  Chief  Consuls  (announced  in  Bulletin  of  Apr.  29,  '87),  the 
following  new  men  were  chosen,  while  tlie  other  States  re-elected  the  ones  named  on  pp.  627-8  : 
Vt.,  L.  p.  Thayer,  W.  Randolph ;  Ct.,  L.  A.  Tracy,  Hartford  ;  N.  J.,  J.  H.  Cooley,  Plainfield  ; 
Pa.,  G.  a.  Jessup,  Scrantou  ;  W.  Va.,  J.  W.  Grubb,  Wheeling ;  Va.,  J.  C.  Carroll,  Norfolk ; 
La.,  H.  H.  Hodgson,  New  Orleans;  Tbnn.,  J.  C.  Combs,  Nashville;  Kv.,  E.  H.  Croninger, 
Covington;  III.,  N.  II.  Van  Sicklen,  Chicago;  Ia.,  F.  C.  Thrall,  Ottumwa ;  Dak.,  J.  E. 
Gilbert,  Mitchell ;  Nsa,  F.  N.  Clark,  Omaha.  The  office  of  Sec.-Treas.  is  held  by  new  men 
in  4  States,  as  follows  :  N.  J.,  R.  Pound,  Plainfield ;  O.,  F.  C.  Meyer,  Canton  ;  III.,  S.  B. 
Wright,  Chicago;  Wis.  (org.  Feb.  24, '87),  G.  W.  Peck.  The  "official  programme  of  the 
eighth  annual  meet  of  the  League  " — appointed  for  St.  Louis,  May  20 — is  an  elegant  36  p. 
pamphlet,  printed  in  colors  on  tinted  paper,  with  17  illustrations  by  artists  of  the  Missouri  Divis- 
ion. At  that  time,  T.  J.  Kirkpatrick,  of  Springfield,  O.,  will  probably  be  promoted  to  the 
presidency,  and  A.  B.  Irvin,  of  Rushville,  Ind.,  to  the  treasurership,  for  no  other  candidates  have 
been  mentioned.  Lithographic  portraits  of  each  were  issued  as  supplements  by  the  IVfieei- 
men's  Record^  May  12  and  Apr.  21.  To  fill  the  places  resigned  by  original  incumbents  of 
two  offices  named  on  p.  627,  appointments  have  been  made  thus  :  Tourmasier,  N.  L.  Col- 
lamer,  St.  Cloud  Building,  Washington,  D.  C.  (app.  Apr.  25,  '87);  Bookmasier,  A.  B.  Bark- 
man,  608  Fourth  av.,  Brooklyn,  N.  Y.  (app.  Dec.  18,  '36).  The  laiter's  "  Road-Book  of  the 
New  York  Division  "  (see  pp.  584,625)  was  published  May  4,  '87,  and  is  the  most  elaborate  and 
carefully-compiled  work  of  the  sort  thus  far  isaued  by  the  League.  Of  its  200  pp.,  the  tabulated 
riding-routes  cover  144  pp.  and  describe  14,000  m.,  including  no  less  than  11,300  m.  of  separate 
roadway,  from  Canada  to  Virginia.  Details  are  added  (12  pp.)  concerning  the  best  riding  around 
N.  Y.  City,  Brooklyn,  Long  Island,  Staten  Island  and  Bu£falo  (with  a  map  in  each  case),  the 
Hudson,  Berkshire  and  the  Adirondacks  ;  and  special  majjs  are  given  of  the  Orange  and  Phila. 
riding  districts.  There  are  a  dozen  other  pages  of  interesting  and  valuable  letterpress,  and  twice 
that  number  given  to  table-of-con tents  and  index  to  1641  towns.  The  book  is  well-printed,  by 
E.  .Stanley  Hart  &  Co.,  ot  Phila. ;  is  of  the  regulation  oblong  shape  3  by  ^\  in. ;  weighs  5J 
oz, ;  has  flexible  covers  of  dark  green  leather,  and  can  be  procured  only  by  League  members, — 
residents  of  the  State  receiving  it  free  and  others  paying  $1  for  it.  No  worider  that,  with  such 
a  valuable  gift  in  prospect,  the  Sec.-Treas.  was  able  to  rei^ort,  Apr.  2,  "an  unprecedented  per- 
centage of  renewals,— 1404  out  of  1748, — so  that,  with  new  applicants,  our  present  membership 
is  1649,  or  within  100  of  its  size  at  the  close  of  '86."  Deducting  $389  for  expenditures  of  the 
first  quarter-year,  he  names  $1544  as  net  assets, — from  which  I  suppose  the  cost  of  book  is  to  be 
paid.  The  latter's  preface  expresses  the  hope  that  it  may  be  the  means  of  swelling  the  member- 
ship to  3000  before  the  year  closes. 

Another  signal  proof  of  the  power  and  wise  management  of  the  Division  is  shown  by  the 
passage  through  the  State  Assembly,  May  2,  of  an  act  declaring  drivers  of  bicycles  and  tricycles 
to  be  "  entitled  to  the  same  rights  and  subject  to  the  same  restrictions  as  persons  using  carriages 
drawn  by  horses," — and  forbidding  local  authorities  to  enforce  any  repressive  rules  against  them 
(for  full  text,  see  Bul.y  Apr.  8,  p.  279;  Wheel,  Apr.  i).  This  was  formulated  at  the  instance  of 
the  Chief  Consul,  G.  R.  Bid  well,  by  the  Division's  counsel,  I.  B.  Potter  (whose  summary  of 
"  the  road-law  of  cycling  "  is  given  in  the  book  just  named ;  seepage  584),  and  introduced  Apr.  12, 
when  it  went  at  once  to  a  third  reading.  As  the  Park  Commissioners  of  N.  Y.  City  were  too 
much  absorbed  in  their  own  chronic  personal  wrangling  over  *'  patronage  "  (p.  93)  to  organize 
any  opposition,  it  received  a  practically  unanimous  vote,  May  2,  and  will  probably  become  a  law 
before  their  book  appears.    Even  if  they  manage  to  stop  it  now  in  the  Senate,  ultimate  triumph 


cannot  be  doubtful ;  for  the  men  who  vote  against  this  "  equal  rights  bill "  will  be  persistently 
advertised  and  "black-listed"  by  the  many  hundreds  of  vigorous  young  voters  who  have  put 
their  signatures  to  the  petitions  in  its  behalf.  The  latest  contribution  to  the  literature  of  wheel- 
men's rights  on  the  highways  appears  in  Outing  for  May,  from  the  pen  of  C.  £.  Pratt,  our  ear- 
liest American  student  of  the  subject  (see  p.  503)  ;  and  the  latest  grant  from  the  commissioners 
of  Prospect  Park  allows  all  tricyders  as  well  as  bicyclers  to  use  the  footpaths  at  all  hours,  and 
also  the  driveways,— except  two  unimportant  stretches ;  but  lamps  are  required  after  nightfall. 
The  Indiana  Division's  road-map  of  that  State  (scale  9  m.  to  i  in.;  showing  an  area  of  90  n.  n. 
and  s.,  153  m.  e.  and  w.)  was  Issued  Apr.  8,  and  may  be  had  by  non-members  for  $1,  on  appli- 
cation to  J.  Zimmerman,  37  S.  Alabama  st.,  Indianapolis.  It  contains  lists  of  officers  and  hoteb, 
and  is  folded  in  water-proof  cover.  The  Michigan  Division's  road-book  is  announced  for  May 
10  (see  p.  625).  The  League  men  of  Illinois  intend  that  each  of  the  thirteen  districts,  into 
which  their  State  is  divided  for  representative  purposes,  shall  issue  a  road-map  in  book-form,  3 
by  5}  in.,  accompanied  by  printed  briefs  of  the  tours  outlined  upon  it ;  and  that  each  representa- 
tive shall  keep  for  reference  a  large-scale  map  of  his  district  (^»/.,  Mar.  xi,  '87,  p.  20S).  The 
long-delayed  general  hand-book  of  the  League  (see  p.  625),  with  24  titles  in  its  contents-!i£t, 
was  announced  for  distribution  Jan.  28 ;  and  the  Sec. -Ed.  will  gladly  send  several  copies  to  any 
address,  on  receipt  of  4  c.  for  mailing.  Though  the  Jan.  meeting  authorized  a  new  ed.,  to  coo- 
tain  the  latest  rules  and  be  sold  at  10  c,  no  such  book  seems  likely  to  appear  before  '88.  All  re- 
quests for  the  present  pamphlet,  or  applications  and  money  for  membership  should  be  sent — noi 
to  the  address  given  at  foot  of  p.  624,  but — to  Abbot  Bassett,  22  School  St.,  Boston,  Mass. 

By  estimate  of  the  ex-Secretary  (5»/.,  Jan.  28,  p.  71),  about  4000  uniforms  were  sold  to 
League  men,  by  Browning,  King  &  Co.,  of  N.  Y.,  under  a  contract  which  seems  to  have  been 
rather  carelessly  executed,  and  which,  towards  the  last,  caused  much  dissatisfaction,  by  reason 
of  the  poor  quality  of  cloth  supplied.  The  committee  of  three,  who  were  appointed  to  reform 
the  matter,  advertised  full  specifications  (^«/.,  Apr.  8,  p.  2S2),  with  intention  to  avrard  to  low- 
est bidder  by  Apr.  20 ;  and  they  announced  on  May  2  its  award  to  J.  Wanamaker,  of  Phila.,  at 
following  prices:  Coat,  $6.20;  breeches,  $4.34;  shirt,  $1.95;  hose,  80  c;  cap,  80  c;  cloth 
$2.37  per  yard, — all  goods  to  be  delivered  free  at  any  express  office  in  the  U.  S.  The  contract 
lasts  till  Nov.  X,  '89,  and  will  presumably  prove  advantageous  to  the  League,  for  the  reason  that 
its  exceptional  advertising  value  to  the  contractor  fairly  allows  him  to  underbid  aU  competitors. 
He  is  now  ready  to  fill  orders  direct,  and  he  will  soon  mail  to  every  League  man  an  illustrated 
price-list,  with  blanks  for  ordering  and  for  self-measurement.  The  contract  binds  him  to  buy 
a  special  sort  of  dark  brown  "  Venetian  "  cloth,  made  at  the  Burlington  Woolen  Mills,  for  $2.12 
per  yard.  (I  may  add  here,  for  comparison,  and  to  correct  the  record  of  p.  635,  that  the  cloth  for 
C  W.  A.  suits  is  now  sent  out  by  one  of  the  Chief  Consuls, — C.  Langley,  12  Front  st.,  Toronto, 
— for  40  c.  per  yard ;  also  that  the  C.  W.  A.  treasury,  on  May  i,  had  a  surplus  of  more  than 
$200,  after  paying  for  the  2d  ed.  of  its  excellent  road-book ;  see  p.  636.)  The  League  cash  bal- 
ance, Mar.  31,  was  $2744-23,  with  $3872.39  due  for  advertising.  Against  these  total  assets  of 
$6616.67  were  set  $4352.58  due  the  Divisions  and  $1300.08  for  all  other  accounts,  including  the 
month's  printing,— thus  leaving  an  apparent  net  balance  of  $964.  The  number  of  Bulletin's 
pages  has  been  lessened  and  its  advertising  rates  increased ;  so  that  during  April  its  receipts  ex- 
ceeded its  expenditures  by  almost  $100.  The  editor  insists  that  it  will  be  perpetuated  as  a 
weekly,  in  spite  of  the  large  sums  lost  upon  it ;  and  he  predicts  a  membership  of  9224  on  May 
20,  as  compared  with  8463  at  similar  date  in  'S6,  and  5176  a  year  earlier.  The  final  report  of  the 
ex-editor  gave  a  tabular  view  of  its  monthly  receipts  and  expenditures  for  '86  (^«r/.,  Jan.  28,  '87, 
p.  71),  showing  a  total  excess  in  the  latter  of  $3470.91 — the  only  month  on  the  right-side  of  the 
column  being  May,  with  a  profit  of  $130.  He  argued,  however,  that  the  deficiency  merely 
showed  that  members  paid  34  c.  each  for  a  weekly  paper  which  would  cost  them  at  least  $1  each 
if  not  published  on  the  co-operative  plan  ;  and  he  predicted  that  in  '87  the  paper  might  be  made 
self-supporting.  Its  original  heading  was  superseded  by  a  more  artistic  design  when  the  fourth 
semi-annual  volume  began,— Jan.  7,  '87,— but  its  paper  and  typography  have  both  been  cheap- 
ened since  the  removal  to  Boston. 


Tbe  League's  Tnnsporution  Committee  has  won  two  noUble  victories  since  last  July,  when 
iq).  594-6  were  electrotyped.  At  end  of  Dec.,  the  N.  Y.  Central  r.  r.  issued  orders  that  a  pas- 
Koger's  bicycle  be  carried  free  ou  local  trains,  in  place  of  other  baggage,  provided  he  presented 
it  to  baggageman,  ten  minutes  before  traiu-time,  and  signed  a  release  of  liability.  Another  im- 
portam  trunk-line,  the  Chicago  &  Northwestern,  against  which  wheelmen  have  sometimes  spoken 
hard  words,  adopted  the  same  enlightened  system  in  April,  and  regularly  announces  in  the  offi- 
cial time-tables  that  bicycles  can  be  checked  as  baggage.  I  have  also  found  the  following  addi- 
tional free  lines  named  in  the  BicycU  Sotdk  (Aug.,  '66) :  Alabama  Great  Southern  ;  Cincinnati 
Southern  ;  Georgia  Pacific ;  Louisville,  New  Oilcans  &  Texas ;  Mobile  &  Ohio;  New  Orleans 
&  Northeastern;  Newport  News  &  Miss,  Valley  (Va..  May  i,  'S/),  Vicksbun>&  Meridian; 
Vicksburg,  Shreveport  &  Pacific.  Several  of  these  have  been  secured  by  C.  H.  Genslinger,  and 
the  latest  information  about  Southern  r.  r.'s  may  be  had  on  applying  to  him  at  ii6  Gravier  st.. 
New  Orleans.  W.  P.  Way,  of  Belleville,  Ont.,  in  behalf  of  the  C.  W.  A.  Trans.  Com.  re- 
potted these  free  roads,  Oct.  12,  '86,  in  addition  to  the  7  more-imporunt  ones  on  p.  59S  :  Canada 
Atlantic,  Central  Ontario,  Kingston  &  Pemboke,  Napanee  &  Tamworth,  New  Brunswick 
Quebec  Central,  South  Eastern. 

London  Assurancb.~I  am  obliged  to  withdraw  the  mild  recommendatiou  made  upon  pp. 
642,691,  tliat  Americans  subscribe  for  the  "C.  T.  C,"  as  the  cheapest  device  forgetting  an 
English  monthly  which  would  tell  them  about  foreign  touring.  On  p.  642,  I  explain  how  its 
editor  is  the  real  executive  chief  of  the  concern  which  nominally  employs  him  ;  and  on  p.  691 
be  writes  himself  down  as  a  very  ill-mannered  person  ;  but  I  had  assumed  he  was  at  least  an 
honest  one, — however  supercilioiu  and  autocratic,— until  he  gave  public  testimony  to  the  con- 
trary, under  oath  as  a  witness,  "  in  the  High  Court  of  Justice,  Queen's  Bench  Division,  before 
Mr.  Justice  Wills  and  a  common  jury,"  Monday,  Nov.  22,  18S6.  This  date  may  properly  be 
remsmbered  as  marking  when  the  C.  T.  C.  was  "  foundered  in  London,"— in  contrast  to 
"Aug.  5,  '78,"  when  it  was  "  founded  at  Harrogate."  The  "  Sec. -Ed."  appeared  as  plaintiff 
in  a  libel  suit  for  $1000  against  the  writer  and  the  publisher  of  a  column-article  in  Cycling  Times 
of  July  7,  '85,  called  "The  Promptings  of  Duly  are  Inexorable  "—which  article  was  chiefly 
given  to  ridiculing  the  pretensions  of  the  Gaztttt  as  of  business  value  to  its  advertisers  and  of 
liienry  value  to  its  readers.  This  was  from  the  pen  of  a  certain  J.  B.  Marsh,  of  the  editorial 
■tafF  of  the  Stuttdard,  a  leading  London  daily  ;  and  the  fact  of  his  quarter-century's  connection 
with  the  press  of  that  city,  and  authorship  of  some  16  books,  would  seem  to  show  his  age  as 
about  so.  An  insolent  attack  upon  him  in  the  Gazette  of  May,  '84,— exposing  a  purely  private 
"  touring  challenge  "  of  his  to  a  Boston  acquaintance  (J.  S.  Phillips,  lit.  ed.  of  Wheelman  ;  see 
pp.  258,  656),  written  by  agreement  upon  the  window-pane  of  an  Alpine  inn, — led  him  to  investi- 
gate the  sort  of  government  which  thus  gave  an  "  official  editor  "  full  power  to  send  over  the 
world  printed  ridicule  and  sarcasm  of  all  such  C.  T.  C.  members  as  might  not  be  pleasing  to 
bim.  The  result  was  a  series  of  six  artichs  signed  "Anti- Humbug,"  which  exposed  with  un- 
pleasant clearness  the  need  of  "  C.  T.  C.  Reform  " ;  and,  inferentially,  the  hopelessness  of  it 
without  first  getting  rid  of  the  autocrat  who  was  making  a  good  living  out  of  the  perpetuation  of 
abuses.  These  pieces  appeared  in  many  of  the  cycling  papers ;  and  were  followed  by  an  attempt 
of  their  author,  at  a  C.  T.  C.  semi-annual  meeiing  of  Dec,  '84,— the  largest  ever  held,— to  em- 
body them  in  legislation,  as  recorded  in  Gaxette.  The  natural  failure  of  this  attempt  naturally 
led  the  "  Sec-Ed."  to  grow  more  boldly  abusive,  until  at  last  he  had  the  temerity  to  undertake 
the  libel  suit.  Meanwhile,  our  Philadelphian  artist,  J.  Pennell,  had  chanced  to  send  a  letter 
from  Italy  to  the  Gazette,  in  reproof  of  something  which  two  young  .\merican  riders  had  printed, 
and  he  closed  by  saying  that  people  "  did  not  want  such  exaggerated  stories."  The  "  Sec- Ed." 
inlerpolated  the  words,  *'  nor  the  vaporings  of  elderly  quidnuncs^''*  and  printed  the  whole  over 
J.  P. 's  signature,  afterwards  telling  him  that  the  forged  phrase  was  designed  to  apply  to  J.  B. 
Maish.  Hence,  as  soon  as  the  libel-suit  opened,  and  the  latter's  counsel  had  got  the  "  Sec-Ed." 
plaintiff  in  the  witness-box,  they  promptly  extorted  from  him  a  confession  of  the  foiigery,  and 
"he  admitted  that  these  words  were  meant  to  refer  to  Mr.  Marsh,  the  writer  of  the  alleged  libel. 


The  Judge  here  intervened,  and  Inquired  whether  it  was  not  unnecessary,  after  this  evidence,  to 
proceed  wiih  the  case."     **  Surely  it  was  no  use  wasting  more  time  over  such  an  action." 

The  defendant's  counsel,  however,  not  content  with  this  signal  victory,  persisted  in  examin- 
ing other  witnes.scs,  including  H.  Sturmey,  editor  of  the  Cyclist^  who  testified  that,  as  a  mem- 
ber of  the  firm  of  Iliffe  &  Sturmey,  "  he  was  interested  in  the  proprietorship  of  several  cycling 
publications,"  and  "drew  commission  on  work  introduced  to  Iliffe  &  Son."  The  object  o£ 
forcing  this  admission  was  to  justify  Mr.  M.'s  charge  of  "jobbery  in  the  award  of  printing  con- 
tracts "  ;  for  the  lilffes  print  the  Gazette  and  other  issues  of  the  C.  T.  C.  (though,  in  notaUe 
contrast  to  the  almost  universal  custom  in  England,  and  to  their  own  custom  in  all  other  cases, 
they  omit  their  imprint  from  the  final  page),  and  Mr.S.  was  a  member  of  the  "  C.  T.  C.  Council/* 
whose  rules  forbid  the  award  of  any  contract  to  a  firm  in  which  one  of  themselves  is  interested. 
This  "  jobbery  "  does  not  necessarily  imply  any  corruption  or  unfair  dealing  in  the  case,  but  it 
explains  why  the  Cyclist ^  Bi.  News,  and  other  publications  controlled  by  the  lliffes  (or  "  Cov- 
entry ring  ")  studiously  support  the  C  T.  C.  Gazette  in  the  policy  of  "  suppression,  division 
and  silence."  None  of  those  prints  has  ever  contained  the  facts  here  related,  though  the 
London  Times  deemed  them  imp>ortant  enough  to  include  in  its  law-courts  reports  of  Nov.  23, 
together  with  the  scorching  reprimand  which  Mr.  Justice  Wills  administered  to  the  "  Sec-Ed.'* 
(in  refusing  to  tolerate  him  longer  as  a  plaintiff  in  his  court),  "  for  having  indulged  in  the  lowest 
and  vulgarcsl  abuse  of  the  worst  form  of  journalism."  IVkeeling  of  Nov.  24  and  Dec.  x  also 
reproduced  the  remarks  of  the  indignant  judge  ;  and  I  myself  liave  taken  pains  to  proclaim  them 
in  this  country  {Bulletin,  Dec.  31,  p.  635;  IVh.  G.iz.,  Feb.,  p.  178,  Apr.,  p.  18;  /?/.  World, 
Mar.  25;  lyheel,  Mar.  11,  Apr.  8,  29;  CanadLin  Wheelman,  May,  p.  75),  in  order  to  warn 
Americans  against  sending  over  any  more  subscriptions  in  support  of  the  concern,  so  long  as  it 
continues  in  the  control  of  a  self-confessed  forger.  Faiih  in  him,  however,  seems  not  yet  to  be 
lost  by  the  Boston  Englishman  who  gave  the  C.  T.  C.  its  first  foothold  in  this  country  (p.  643), 
for  he  has  just  "actively  resumed  the  duties  of  its  Chief  Consulship  in  the  U.  S.,*'  after  an- 
nouncing (5/.  World,  Apr.  i,  p.  386)  that,  as  regards  the  likelihood  of  sending  the  forger  into 
retirement,  he  "  doss  not  believe  that  the  decision  of  the  club  will  be  influenced  in  the  slightest 
by  the  scurrilous  attacks  "  made  by  Mr.  Justice  Wills,  in  metaphorically  kicking  him  out  of 
court,  last  November.  Wheeling's  leading  editorial  of  Jan.  26 — while  protesting  against  his 
policy  that  "  everything  undertaken  by  the  club  should  be  with  the  idea  of  making  money  out  of 
it,"  and  demanding  his  "  immediate  removal  from  the  position  of  editor,  in  which  he  has  proved 
a  conspicuous  failure,"— likewise  said  :  "As  secretary,  he  is  emphatically  the  right  man  in  the 
right  place,  and  it  would  be  im^wssible  to  find  a  belter  one  anywhere.'*  Yet  the  writers  of  that 
paper  are  never  tired  of  making  sarcastic  comments  on  his  minor  weaknesses  and  dishonesties,— 
such  as  his  trying  to  palm  off  at  a  good  stiff  price  the  new  badge,  "  pirated  "  from  the  patented 
emblem  of  the  L.  A.  W.  (p.  639),  even  though  that  body's  Executive  Committee  were  ordered, 
at  the  Doard  meeting  of  Jan.  18,  '87,  to  protest  against  such  discreditable  appropriation  of  its 
property.  The  Giizette  of  Apr.,  '87,  offers  three  columns  of  comment  and  testimony  to  prove  the 
"  marvelous  popularity  "  of  this  theft,  which  it  calls  an  "  invention,"  saying  :  "  No  decision  of 
modern  times  has  given  half  as  much  satisfaction  as  that  of  the  Badge  Committee.'*  It  says, 
also,  that  the  first  plnn  of  swinging  this  trumpery  gewgaw  by  a  chain  from  a  bar-brooch  has 
proved  so  unpopubr  that  there  has  been  substituted  for  it  "  a  fastening  of  new  design/'— which 
novelty,  Wliecling  declares,  was  "  stolen  from  Vaughton." 

The  same  paper  of  Mar.  16,  also  prepared  from  the  misleading  jumble  of  official  figures  in 
that  month's  Gazette,  "  a  statement  of  C.  T.  C.  finances  for  '86,"— similar  to  its  tables  for  '85, 
summarized  on  p.  641,— showing  a  profit  of  ;?5257  <>"  the  sales  of  uniforms  for  ;^34>545>  a»da 
loss  of  ^8500  on  •'  the  magazine  in  which  its  editor  can  vilify  its  enemies  and  amiable  lunatics 
can  write  twaddle."  The  Gazette  cost  5^9101  for  printing  and  %i\<fo  for  postage  (or  a  total,  with 
|k  1000  assumed  for  clerical  expenses,  of  #15,297) ;  while  its  income  from  adv.,  "  after  deducting  the 
Sec-Ed. 's  commission  of  $f/>7/' was  $6809.  Though  adv.  receipts  were  nearly  1^2000  greater 
than  in  *85,  the  net  loss  was  $1670  greater.  The  "  total  expenditures  in  the  cause  of  cydmg  '* 
were  $7.70  for  danger-boards  (as  compared  to  $55  in  '85),  a  gift  of  $125  to  the  I.  C.  A.  road  fund. 


and  I64  for  Cotterell  fund.  "  These  accounts  prove  that,  except  as  a  trading  concern,  the  C.  T. 
C  cannot  live,  and,  even  with  a  large  profit  in  this  respect,  the  Mammoth  Bluff  is  stiU  losing 
money.  The  N.  C.  U.,  despite  all  faults,  is  in  every  way  its  superior, — being,  by  contrast, 
essentially  unselfish,  and  conferring  benefits  upon  its  members  and  non-members  alike  "  ( \y heel- 
ings Mar.  23).  An  adv.  in  the  TimtSt  by  the  "  Sec.-£d.,"  dated  Mar.  36,  and  asking  the  Board 
of  Trade  "  to  inccHporate  the  C.  T.  C  without  the  word  '  limited,' "  in  spite  of  former  refusal 
(p.  642),  was  quoted  by  Wheeling  of  Apr.  13,  with  the  remark  that  neither  the  Gazette^  Cyclist 
nor  BL  News  had  mentioned  it,  though  its  legal  object  was  to  warn  all  objectors  that  they  must 
make  their  reasons  of  opposition  known  "  on  or  before  Apr.  25."  The  Cycling  Journal  of 
same  week  in  commenting  on  the  adv.,  said  :  "  When  S.  Ineson,  a  former  treasurer,  absconded 
with  the  club's  funds,  he  did  so  with  impunity ;  because  the  club,  not  being  an  incorporated 
society,  could  not  have  prosecuted  him,  even  if  he  could  have  been  apprehended.  Curiously 
enough,  the  man  himself  had  been  the  earliest  one  to  suggest  the  incorporation."  Considering 
how  even  a  man  whose  reputation  for  honesty  was  generally  accepted  would,  as  publisher  of  a 
monthly  trade-circular  like  the  GazeiU,  be  subject  to  many  suspicions  of  secretly  selling  out  its 
columns  to  tradesman  for  his  own  gain, — ^the  retention  in  such  position  of  a  forger,  six  months 
after  his  public  expulsion  from  court,  seems  a  striking  sign  of  the  slowness  and  apathy  and  low 
mofal-tone  of  the  sort  of  Englishmen  who  support  the  C.  T.  C.  The  eager  indignation  with 
which  American  wheelmen  threw  overboard /Ar/r  unworthy  "  Sec-Ed.,"  whose  defalcation  had 
di^raced  the  L.  A.  W.,  seems  all  the  more  creditable  by  force  of  the  contrast.  Yet  it  is  a  fact 
that  the  chief  upholder  of  the  English  concern  in  America  had  the  assurance  to  address  three 
colomns  of  argument  to  them  in  the  Bulletin  of  December  31,  uiging  that  it  had  some  claim  up- 
on their  support  "  because  of  its  spirit  of  unselfishness^^*  and  that,  if  it  is  fortunate  enough  to 
retain  the  services  of  the  noble  "  Sec-Ed.,"  whom  Mr.  Justice  Wills  exposed  to  the  world  as  a 
foiger,  it  nuy  finally  expand  into  a  "  grand  C.  T.  C.  universal."  His  "  scheme  for  international 
devebpmeni  of  C.  T.  C."  was  formulated  in  Bi.  lV<frldoi  Mar.  ji,  and  reproduced  on  the 
first  five  pages  of  the  April  Gazette.  "  Working  details  are  to  be  filled  in  later,"  he  says,  as  is 
apt  to  be  the  custom  in  cases  of  such  grandeur. 

Testimony  to  the  lower  "  average  morality  "  and  sodal  standing  of  F.nglish  wheelmen  in 
oompari&on  to  American — as  illustrated  by  the  ability  of  a  self-confessed  fuiger  to  keep  himself 
in  command  among  the  former,  with  an  ease  which  seems  surprising  to  the  latter— was  given  in 
a  letter  to  the  Cyclist  (Feb.  20,  '87,  p.  457),  by  J.  S.  Whatton,— a  Camb.  grad.  of  '84  whose  biog. 
is  on  p.  544, — saying  :  "  The  N.  C.  U.  appears  curiously  unable  to  attract  the  '  leisured  class,' 
and  especially  so  in  the  centers.  The  non-club  members  of  it  are  either  utterly  careless  of  cy- 
cling politics,  or  they  are  misinformed  and  consequently  wrong-headed."  Maj.  Gen.  L.  R. 
Christopher  and  G.  H.  W.  Courtney  were  chosen  to  represent  these  non-club  members  on  the 
Executive,  at  the  annual  election  of  Feb.  3,  '87,  when  the  votes  which  chose  the  16  regular 
members  thereof  stood  as  follows :  M.  D.  Kucker,  loa ;  G.  P.  Coleman,  99 ;  R.  L.  Philpot, 
94 ;  F.  G.  Dray,  91 ;  G.  H.  Green,  91 ;  A.  Front,  89,  R.  E.  Phillips,  88 ;  —  F.  Thomas,  89 ; 
W.J.  Harvey,  88;  E.  B.  Turner,  87;  H.  F.  Wilson,  87;  T.  Pulton,  77;  S.  B.  Mason,  71; 
F.  Lindsay-Simpson,  71 ;  T.  H.  Holding,  64  ;  E.  Sherriff.  64.  The  7  names  before  the  dash 
represent  the  only  men  of  the  old  board  who  were  re-elected,— being  a  minority  of  all,— and  the 
J  lowest  on  the  list  gained  places  there  only  by  the  throwing  out  of  35  proxy  votes  from  Liverpool 
and  Glasgow,  because  these  were  known  to  be  pledged  to  3 opponents  of  "amateurism,"  whose 
aaoal  votes  stood  thus:  F.  P.  Low,  41;  H.  Etherington,  35;  J.  G.  Smith,  32.  Among  the 
9  men  dropped  from  the  old  board  was  the  "  Sec. -Ed.  of  C.  T.  C,"  who  took  pains  to  assert 
that  he  "  had  received  votes  enough  for  a  renomination  but  declined  to  stand,"  and  who  was 
formally  praised  by  the  '*  Sec.  of  N.  C.  U."  as  "  a  gentleman  to  whom  the  Union  had  been 
greatly  indebted  in  many  ways,"  though  he  himself  was  one  of  the  lawyers  that  brought  him  to 
book  for  forgery  on  the  memorable  Nov.  22.  The  Sec  himself,  R.  Todd,  on  motion  of  his 
kmg-time  censor,  W.  McCandlish,  of  Wheeling ^  "received  a  unanimous  vote  of  confidence,  ami^ 


loud  applause/*  and  was  re-elected  with  the  other  three  officers :  Lord  Bury,  Prea. ;  W.  B. 
Tanner,  V.  Pres.,  A.  K.  Sheppee,  Treas.  The  latter's  **  financial  scheme  "  was  adopted  ai  a 
council-meeting  of  Apr.  2t,  with  only  5  dissenting  votes  from  among  the  70  delegates  present, 
while  the  proxy  votes  were  also  in  its  favor,  52  to  13.  The  scheme  orders  the  Executive  to  in- 
corporate the  following  changes  in  their  rules  :  "  (i)  That  the  subscription  to  the  Union  be  at 
the  rate  of  $1.25  per  annum  for  all  members,  the  representation  being  at  the  rate  of  one  delegate 
for  every  25  members,  and  each  member  shall  be  entitled  to  a  copy  of  the  N.  C.  U.  Review, 
(3)  That  affiliated  dubs  shall  subscribe  |2.62  per  annum,  and  shall  be  entitled  to  one  delegate 
on  the  Council,  provided  there  be  more  than  10  members,  but  in  the  event  of  an  affiliated  club 
possessing  more  than  25  members,  it  shall  have  the  option  of  appointing  another  delegate  for 
every  25  members  or  portion  thereof  on  payment  of  an  additional  $2.63  for  every  25  members 
or  portion  thereof.  (3)  That  Local  Centers  shall  retain  $1.37  per  1(2.62  of  the  subscription  of 
each  affiliated  club,  and  37  c.  of  the  subscription  of  each  member,  and  that  all  copies  of  the  Re- 
view or  agenda  be  sent  from  the  head  office  direct  to  members." 

The  foregoing  is  intimately  related  to  the  fact  that  on  Jan.  i,  '87,  the  Anfield  B.  C,  of 
Liverpool  (which  seems  to  be  the  most  active  and  important  riding  club  in  Great  Britain,  judged 
by  the  records  on  road  and  path  accredited  to  its  exceptionally  large  membership),  addressed  to 
the  N.  C.  U.  Council  a  manifesto  demanding  5  reforms,  with  a  bold  threat  of  secession  and  war 
in  case  of  refusal.  The  document  begins  thus  :  "  (i)  We  ask  for  the  instant  rescission  of  all 
sentences  of  suspension  passed,  not  only  upon  riders  who  are  suspected  of  '  makers'  amateur- 
ism,' but  also  upon  men  who  have  been  suspended  for  competing  against  the  said  riders.  Our 
view  of  the  matter  b,  that  neither  the  N.  C.  U.,  nor,  indeed,  any  power  upon  earth,  can  prevent 
riders  receiving  (if  they  so  desire)  from  manufacturers  remuneration  in  some  shape  or  form  for 
services  rendered  ;  and  it  is  evident  that  great  injury  will  be  done  to  the  s}>ort  by  barring  from 
amateur  competitions  men  who  are  probably  the  very  best  and  most  straightforward  riders  in 
the  kingdom,  and  who  have  been  singled  out  as  examples  because  their  splendid  performances 
have  made  them  too  conspicuous."  The  lesser  demands  are,  in  brief  :  *'  (3)  Equal  rights  of 
the  provinces  with  London,  in  the  fixing  and  management  of  championships.  (3;  Instant  re- 
peal of  the  law  fixing  the  maximum  value  of  prizes  at  %^h.  (4)  The  allowing  of  winners  to  se- 
lect their  prizes.  (5)  Deletion  of  the  rule  which  prevents  professionals  from  acting  as  pace- 
makers for  amateurs."  In  answer  to  this,  the  Sec.  of  N.  C.  U.  issued  a  sophistical  defense  of 
"  amateurism "  (covering  5  columns  of  IVheeling,  Jan.  26),  insisting  that  the  first  demand 
"  should  be  unhesitatingly  rejected,  as  its  admission  would  render  the  Union  a  laughing-stock 
among  amateurs  " ;  but  he  made  no  effort  to  controvert  any  of  the  logic  in  the  Wheeling  series 
(by  J.  R.  Hogg,  see  p.  649)  which  so  cleverly  exposed  why  "amateurism"  itself  is  such  a 
laughing-stock  among  men-of-the-world ;  and,  "  from  start  to  finish  he  gave  not  a  single  hint, 
suggestion,  or  admission,  that  his  opponents  could  possibly  be  actuated  by  worthy  motives." 
The  angry  Liverpool  men,  on  the  other  hand,  took  no  firm  stand  on  logically  unassailable 
ground ;  but  proclaimed,  rather,  the  good  old  hypocritical  maxim  that  they  "  favored  the  law 
but  were  agin'  the  enforcement  of  it."  In  other  words,  they  prattled  against  the  "  injustice  of 
suspending  a  rider  on  suspicion  of  ha^ng  violated  the  rule  of  *  amateurism,*  and  forcing  him  to 
actively  prove  his  innocence,"— though  the  only  possible  chance  of  giving  effect  to  any  such 
piece  of  social  etiquette  as  "  the  amateur  law  "  is  by  resort  to  just  this  reversal  of  ordinary  legal 
processes.  A. sufficient  answer  to  all  twaddle  about  "unfairness,"  "star  chamber  justice." 
lettres  de  cachet  and  the  like,  is  the  fact  that  no  one  innocent  of  violating  "amateurism  **  need 
have  the  least  difficulty  in  proving  his  innocence.  The  real  unfairness  lies  in  the  impossibility 
of  applying  the  rule  of  "  suspension  on  suspicion  "  with  any  uniformity,  or  of  punishing  any 
large  number  of  "the  guilty."  Hence,  as  Wheeling  says,  "to  those  behind  the  scenes,  the 
collection  of  suspended  goats  on  the  one  side  and  honored  sheep  on  the  other  is  highly  amus- 
ing, and  we  are  only  sorry  that  Mr.  Todd  and  his  colleagues  have  not  a  keener  sense  of  the 
ridiculous.  If  they  had,  they  would  probably  soon  add  a  sense  of  what  was  just."  This  lack  of 
a  sense  of  humor  was  further  shown  at  the  meeting  of  Feb.  3,  when  Mr.  T.,  having  defeated  by 
a  vote  of  121  to  38  the  Liverpool  men*s  attack  on  "amateurism,"  immediately  put  through 


a  Iwtvthirds  vote  to  rescind  the  decree  of  the  la»t  previous  meeting,  Dec.  9,  which  had  by  a 
bore  majority  reduced  the  allowable  maximum  value  of  prizes  from  1^52  to  1^36.  The  author 
of  this  I  eduction  was  W.  McCandiish,  of  It'' fueling ;  who  thus  proved  anew  the  hollowness  of  the 
"amateurs*"  assumed  preference  for  "glory,"  by  forcing  them  to  show  how  quickly  they 
would  compel  the  vacillating  Council  to  give  them  a  larger  slice  of  something  more  tangible. 

Obedient  to  the  threat  of  the  Anfield  B.  C,  the  Liverpool  Local  Center  of  the  N.  C.  U. 
was  dissolved,  Mar.  i,  and  this  act  represented  the  withdrawal  of  about  1000  men;  the  leader 
of  whom  declares  that  if  the  Council  dares  to  go  on  in  its  avowed  policy  of  suspension,  "  there 
wf!l  be  two  sets  of  championships  fought  out  in  England  on  identical  days ;  otherwise,  sport 
must  cease  to  exist."  These  words  are  from  his  letter  10  Whreling  ol  Apt.  6;  and  the  edi- 
torial comment  is  this  :  "  The  public  may  rest  assured  that  there  will  be  no  more  suspensions. 
Meantime,  the  victims  selected  for  immolation  upon  the  altar  of  outraged  amateurism  are  to 
stand  down  from  th;ir  wheels  and  loolc  on  at  those  who  are  in  exactly  the  same  position  as  them- 
selves in  some  cases,  and  in  much  worse  position  in  others,  winning  amateur  races."  The  N.  C. 
U.  races  are  all  to  bs  run  at  Birmingham  (.May  30,  July  2,  4,  23,  Aug.  i),  having  been  farmed 
out  at  a  fixed  sum  to  the  owner  of  the  Aston  grounds  there,  who  assumes  all  the  risk.  "  The 
interests  of  sport  appear  thus  to  have  been  utterly  ignored  in  pursuit  of  the  one  object  of  money- 
gaining,  and  it  looks  very  much  as  though  the  Executive  had  been  iilfluenced  by  a  desire  to 
cement  the  loyalty  of  the  Birmingham  Local  Center,  by  this  exceptional  favor  "  So  says  the 
Cycling  Journal  of  Mar.  35 ;  to  which  the  Cyclist  of  Mar.  30  responds  thus  :  "  Tlie  fact  re- 
mains that,  as  th2  C.  T.  C.  finds  its  uniform  department  to  be  indispensable,  so  the  Union, 
under  the  present  circumsLinces,  must  have  funds  from  its  championships,  and  these  funds  must 
be  a  certainty."  Its  total  income  in  '86  was  #1725  and  its  expenses  exceeded  this  by  $845,  ex- 
clusive of  a  loss  of  $750  ciused  by  running  the  championships  according  to  "  amateurism  "  (see 
p.  648).  Of  its  income,  1^225  came  from  racing-permits  and  entry-forms,  and  the  rest  from  mem- 
bership fees,  exclusive  of  the  half  wliich  the  Local  Centers  retained  forborne  use,  by  rule  on  p.648. 
The  treastirer's  estimate  of  Mar.  30  was  that,  with  the  utmost  economy,  the  '87  expenses  must 
exceed  the  '86  income  by  at  least  $150,  while  the  '87  income  would  at  the  same  time  (under  the 
old  system)  fall  below  that  of  '86  by  $350  to  %%oo^—<in  account  of  the  secession  of  many  impor- 
tant clubs, — a  total  deficit  of  at  least  S500.  Whether  the  new  scheme  of  Increasing  the  fees 
from  25  c.  to  %\.2%  will  prove  popular  enough  to  save  the  Union  from  threatened  dissolution, 
experience  only  can  decide.  Wheeling's  plan  of  a  racing  register,  requiring  an  entry  fee  of 
$1.25  from  each  competitor  (p.  649),  met  with  so  little  acceptance  at  the  meeting  of  Feb.  3  that 
it  was  withdrawn  without  a  vote ;  but  that  paper  nevertheless  gives  its  hearty  support  to  the 
actual  scheme  of  the  new  Executive,  saying  :  "  If  it  fails,  the  Union  will  surely  die  ;  and  it 
would  be  a  crying  disgrace  to  the  wheel  craft,  if  we  were  left  without  any  governing  body  at 
all  "  (Mar.  30).  "  With  all  its  faults,  it  is  preferable  to  the  intolerable  autocracy  of  the  C.  T.  C. ; 
and  the  latter's  recent  appeal  to  the  Board  of  Trade  for  incorporation  implies  a  design  of  swal- 
lowing the  Union,  if  ever  its  membership  gets  reduced  to  1000  or  even  to  2000  "  (Apr.  20).  In 
one  of  several  letters,  urging  the  formation  of  a  separate  Scottish  Union,  the  following  words 
appear  :  "  The  N.  C.  U.  is  only  national  on  paper,  and,  in  reality,  is  limited  to  London  and 
the  Southern  English  counties.  It  is  not  merely  local  in  its  popularity,  but  also  local  in  its 
feeling."  The  new  managers  promise,  however,  that,  if  supported,  they  will  pay  more  atten- 
tion than  formeriy  to  matters  outside  of  racing.  Thus,  as  regards  repressive  loqil  by-laws  they 
say :  "  If  cyclists  are  still  required  to  carry  lights,  the  Executive  will,  as  opportunity  arises, 
seek  to  secure  that  the  protection  they  are  bound  to  give  others  shall  be  extended  to  themselves, 
by  an  enactment  requiring  other  vehicles  to  carry  lights." 

Books. — My  474lh  page,  written  in  Dec,  '85,  says :  "  '  From  San  Francisco  to  Teheran,* 
a  simple  reprint  of  the  Ouiing  series  by  T.  Stevens,  would  make  a  more  readable  book  than  any 
existing  specimens  of  cycling  literature,  even  if  his  destruction  in  China  should  prevent  the  ex- 
pected enlargement  of  it  into  'Around  the  World  on  a  Bicycle.'  "    As  a  matter  of  fact,  the  first 


volume  of  the  latter  is  to  be  published  this  May  by  the  Scribners,  of  N.  Y.,  having  the  former 
phrase  as  an  ahemativc  title  upon  each  left-hand  page.  The  pages  are  about  5  by  8  in.  in  size, 
and  there  are  547  of  them,  exclusive  of  the  introductory  ones  containing  a  dedication  to  Col.  A. 
A.  Pope,  a  short  preface  by  Col.  T.  W.  Higginson,  and  lists  of  the  no  illustrations  and  of  the 
a  I  chapter-titles,  which  arc  identical  with  those  employed  in  Outing.  The  frontispiece  is  a  col- 
ored lithograph  of  the  author,  "  as  he  appeared  when  riding  round  the  world,"  but  it  is  too 
much  idealized  to  be  recognizable  as  a  portrait,  though  I  believe  a  fairly-good  one,  from  a  photo- 
graph, appears  upon  a  later  page.  Except  for  a  few  revisions  and  corrections,  the  text  has  not 
been  changed  from  the  form  first  given  in  magazine.  The  type  is  laigc  and  dear,  carrying  475 
words  to  the  page  (40  lines  of  about  12  words),  so  that  the  total  does  not  exceed  230,000, — allow- 
ing 30,000  for  space  taken  by  pictures  and  blanks.  There  are  no  indexes.  Tlie  price  is  ^4,  and 
an  autographed  copy  will  be  mailed  by  the  author  himself,  on  receipt  of  that  sum  at  Outing 
office,  140  Nassau  st.,  N.  Y.  His  personal  profit  on  each  volume  thus  sold  will  be  four  times  as 
great  as  on  a  copy  sold  by  his  publishers  through  the  bookstores  ;  and  these  ordinary  trade  copies 
will  not  have  the  autograph.  The  ist  ed.  in  N.  Y.  will  be  2000,  and  a  similar  issue  will  probably 
be  made  simultaneously  in  London,  by  S.  Low,  Marston  &  Co.,  from  plates  which  were  shipped 
to  them  by  the  Scribners,  Apr.  30.  Englishmen  may  send  orders  for  autographed  copies, 
through  H.  Sturmey,  of  Coventry,  or  directly  to  the  author,  for  i6s.  6d.  On  the  last  line  of  my 
own  story  of  his  wonderful  tour  (pp.  473-84,  570-2),  I  was  able  to  announce  his  safe  arrival  at 
the  starting  point,  San  Francisco,  Jan.  7.  The  cycling  clubs  kept  him  there  for  a  week,  to  en- 
joy elaborately-planned  ceremonies  of  welcoms  ;  and  he  Mras  lioniz?d  with  great  heartiness  at 
several  other  points,  until  at  last  he  reached  N.  Y.,  Feb.  13,  where  the  Citizens  B.  C.  had 
arranged  a  batiquet  in  his  honor,  which  was  held  Feb.  23,  while  the  Mass.  B.  C.  entertained 
him  similarly  at  Boston,  Feb.  25.  He  then  accepted  an  engagement  to  edit  the  cycling  depart- 
ment of  Outings  and  to  continue  therein  the  series  of  monthly  articles,  completing  his  adventures 
in  Asia,  which  series  will  ultimately  be  republished  in  a  second  large  volume.  His  first  attempt 
at  a  book  ms.,  "Across  America  "  (see  p.  474,  where  my  remark  about  his  "  school  days  ending 
at  iS  "  ought  to  read  "  14  '*),  is  not  to  be  printed,  though  extracts  may  be  occasionally  used,  as 
in  the  series  of  four  pieces  for  HarJ^r^s  Young  People.  By  invitation  of  local  wheelmen,  he 
has  delivered  lectures  at  Scranton,  Apr.  12  ;  Brooklyn,  i6th  ;  Washington,  20th  ;  Auburn,  aad; 
Cleveland,  May  4 ;  Hartford,  6th  ;  and  the  success  of  these  has  been  sufficient  to  lead  to  a  regu- 
lar engagement  as  a  lecturer  during  the  autumn  and  winter  of  '87-8,  under  the  management  of 
Major  Pond,  to  whom  should  be  addressed  all  communications  on  the  subject,  at  the  Everett 
House,  Union  Square,  N.  Y. 

As  I  declared  when  Stevens  reached  Teheran  that  his  adventure  seemed  to  me  "  the  most 
remarkable  and  interesting  exploit  ever  accomplished  by  a  bicycle  or  ever  likely  to  be  accom- 
plished **  (p.  483),  and  predicted  that  his  report  of  it  would  prove  '*  more  interesting  to  the  gen- 
eral reader  than  any  cycling  book  in  existence  "  (p.  655),  I  am  glad  now  to  make  room  for 
these  two  extracts  from  the  English  press,  which  his  publishers  use  in  heralding  the  actual 
book  :  "  Mr.  Thomas  Stevens  need  have  little  doubt  that  the  most  .splendid  piece  of  personal 
adventure  of  this  century  will  be  placed  to  his  credit.  Vambrfry  making  the  great  pilgrimage  as 
a  dirvish,  Burnaby  riding  to  Khiva,  O' Donovan  penetrating  to  Merv — to  mention  only  the  first 
that  come  to  mind,  will  always  rank  high  in  the  annals  of  daring  :  but  for  the  originality  of  its 
idea,  the  physical  endurance  and  pluck  necessary  for  its  execution,  the  dangers  involved  in  it,  and 
its  own  inhereiit  interest,  this  bicycle  trip  round  the  world  will  pretty  certainly  remain  unequaled 
in  our  lime  "  {Pall  Mall  Gazette^  "  The  mere  moral  courage  demanded  of  the  man  who  essays 
an  expedition  into  regions  where  such  an  outlandish  carriage  has  never  before  been  seen  is  suffi- 
ciently notable  to  entitle  Mr.  Stevens  to  the  credit  which  he  will  no  doubt  obtain  for  his  plucky 
exploit.  No  man  who  honors  courage,  pluck,  endurance — no  man  who  is  capable  of  understand- 
ing those  qualities — will  feel  anything  but  admiration  for  him.  To  circle  the  earth  on  a  wheel  is 
in  itself  a  novelty,  and  as  a  method  of  seeing  around  one  it  is  also  a  great  deal  more  effective 
than  any  other  method"  {London  StancLvrd).  I  think  it  worth  while,  also,  to  add,  as  illustra- 
tive of  the  cheap  sneers  thrown  out  by  the  English  cycling  papers,  even  at  the  very  time  when  the 

ADDENDA:   BOOKS.  xcvii 

trareler  was  facing  his  greatest  dangeni,  the  following  foot-note  to  a  letter  in  C.  T.  C.  GeuetU 
of  Oct.  (p.  414),  whose  writer  said  he  had  been  asked,  in  a  remote  French  town,  "  if  he  was  the 
man  riding  round  the  world."  The  editorial  forger  whom  Mr.  Justice  Wills  censured,  the  next 
month,  for  having  "  indulged  in  the  most  vulgar  abuse  and  in  the  worst  style,"  improved  the 
dunce  to  say  :  **  Refers  to  Stevens,  who  is  carrying  out  an  advertising  ride  for  the  American 
joomol  Outing.'''*  As  regards  that  magasine  itself,  the  following  letter  was  received  by  me  from 
ill  chief  editor.  Mar.  19,  in  correction  of  my  remark  on  p.  660  :  "  In  Dec,  '85,  Col.  Pope  sold 
the  controlHng  interest  to  a  syndicate  of  New  York  gentlemen,  and,  in  Feb.,  '87,  I  bought  the 
balance  of  his  stock.  No  one  at  present  owns  any  share  in  it  except  the  following,  who  form 
the  board  of  directors  ol  the  Outing  Co.:  P.  Bigelow,  pres.  and  ed.;  W.  H.  Schumacher,  sec. 
and  treas.;  T.  Stevens,  C.  E.  Clay,  C.  B.  Vaux,  Le  Grand  Benedict.  All  of  these  are  wheel- 
men  except  the  last,~the  advertising  manager,~and  he  has  a  son  now  in  coUege  who  rides  the 
bicycle.  In  addition  to  (his  office  suff.  Outing  is  assisted  by  an  outside  body  of  s'pecialists,  on 
sponing  subjects,  and  it  is  absolutely  free  from  all  connection  with  any  manufacturing  or  trade 
interest.  With  every  indication  that  cycling  is  once  more,  under  T.  Stevens,  to  take  the  old 
place  of  honor  in  iu  pages,  we  may  safely  predict  for  Outing  a  permanent  career  of  increasing 
oacfulneas  in  its  special  field." 

"  Pedal  and  Path  "  (33  chapters,  250  pp.,  about  140,000  words,  2$  or  30  engravings,  price 
75c. ;  Hartford  :  Ths  Evening  Pott  Association,  June,  '87)  is  ths  title  finally  adopted  for  the 
book  which  I  have  indexed  on  p.  Ixxv.  as  "  From  Ocean  to  Ocean  on  a  Bicycle."  Its  author 
is  G.  B.  Thayer  (b.  May  13,  '53),  who  was  a  grocer's  clerk  at  Vernon,  Ct.,  *69-'7i,  then  a  grocer 

00  his  own  aoooimt  till  the  close  of  '85,  and  who  has  been  employed  since  Nov.,  '86,  in  the  office 
of  the  newspaper  named,— having  served  it  as  correspondent  during  the  tour,  which  he  also 
briefly  outlined  in  Bulletin^  Sept.  30,  Nov.  13.  He  rode  the  bone-shaker  in  '7o-'73 ;  first 
mounted  the  bi.  in  '83  ;  rode  1047  ti-  in  '84,  ind.  a  day's  run  of  100  m.  to  New  Haven  and  back  ; 
and  3564  m.  in  '85,  ind.  June  tour  of  175  m.  along  the  Sound,  Sept.  tour  of  480  m.  through  R. 
I.,  and  Oct.  and  Nov.  tour  of  1300  m.  through  White  Mtn's  (p.  576).  He  had  only  3  falls  in  '85, 
when  be  rode  13S6  m.  without  a  fall,  1V96  m.  in  3  months,  and  801  m.  in  38  days.  His  '86  tour 
began  at  Vernon,  Apr.  10,  and  ended  at  Baltimore,  after  4236  m.  of  wheeling,  and  nearly  7000  m. 
of  r.  r.  and  s.  s.  travel,— the  total  outlay  for  the  entire  period  being  only  $280.  He  used  a  Lakin 
cydoro.,  a  corduroy  suh  with  leather  seat,  carried  a  knapsack  on  shoulders,  and  rode  a  46  in.  Ex- 
pert, whose  full  record  was  thus  increased  to  7900  m.,  without  putting  it  at  all  out  of  condition. 
A  break  in  its  head,  on  return  tour  in  Kansas,  was  the  only  one  serious  enough  to  cause  delay, 
and  he  had  only  3  falls  which  forced  him  to  drop  the  machine,  and  these  caused  him  no  hurt. 
His  longest  day's  ride  was  76  ra.,  best  stretch  of  riding  was  from  Columbus  to  Indianapolis,  and 
kogesi  straightaway  was  from  Vernon  to  Omaha,  nearty  1900  m.  He  there  took  train  to  Den- 
ver, and  afterwards  used  both  r.  r.  and  s.  s.  in  exploring  California  and  Oregon,  and  on  homeward 
trip,  as  he  joanieyed  for  the  pleasure  of  it,  and  not  to  make  a  "  record,"— paying  his  own  ex- 
penses and  receiving  no  gift  or  stipend  from  any  one.  In  this  respect  he  diffsred  notably  from 
two  other  cross-continent  riders  of  '86,  who  were  commisdoned  by  the  Pope  Mfg.  Co.  The 
firatof  these.  F.  E.  Van  Meerbeke  (b.  about  1865),  left  the  N.  Y.  City  Hall  at  noon  of  Mar.  i, 
and  wheeled  to  Lynchburg,  Va..  435  m.,  in  133  h.  of  actual  riding;  then  by  Atlanta,  Montgom- 
eiy,  New  Orleans,  Houston,  and  Tucson,  to  Yuma  (Ariz),  Aug.  18,  when  he  reported  3313  m. 
wheeled  in  the  loS  days  from  N.  Y.,  and  said  he  expected  to  reach  San  Francisco  on   Sept.  10. 

1  bdieve  he  did  get  there  then,  though  forced  to  take  train  at  certain  places  on  account  of  floods. 
My  three  letters  inquiring  for  details  never  brought  an  answer;  neither  did  the  cycling  press  of 
'•S  ever  allude  to  his  "  tour  from  N.  Y.  to  Denver  and  back,"  which  the  papers  of  '86  vaRuely 
accredited  him  with  having  taken  then.  The  other  '86  long-distance  man  employed  by  the 
Popes  wa»S.  G.  Spier  (b.  Nov.  9,  '64),  of  New  Lebanon,  N.  Y.,  who  started  from  Albany 
June  I  and  reached  San  Frandsco  Sept.  9,— adhering  pretty  dosely  to  the  route  of  T.  Stevens. 
I  devoted  a  day  to  making  an  abstract  of  the  type-written  copy  of  his  daily  log,  but  am  unable 
to  priat  it  for  want  of  space.  I  think  he  really  covered  the  distance,  but  his  mileage  figures  are 
entixdy  untnutwortby,  though  professedly  taken  from  Church  cydom.,  which  Salt  Lake  City 


men  report  t»  me  as  out  of  order  at  that  point.  The  BL  World  of  Oct.  23  (p.  592)  pnnted  a 
"  claim  "  from  him,  as  having  rid(l<:n  21 1  m.  io  la  h.  ai  Oakland,  C;il.,  Sept.  16,  and  again  113  m. 
in  13  h.  on  Sept.  24;  and  his  character  is  further  shown  by  the  fact  that,  after  writing  the  ex- 
pected puff  of  his  52  in.  Expert  as  "  the  best/'  he  sold  puffs  of  other  nukes  as  "  the  best."  A 
tourist  who  followed  his  trail  through  the  Mohiwk  valley,  a  week  later,  has  also  perpetuated 
the  memory  of  his  boastf ulness,  in  the  second  of  a  scries  of  agreeably  humorous  sketches  (  Wh, 
GnM,^  Aug.  to  Nov.),  called"  From  the  Hub  to  Hoosierdom."  This  was  P.  C.  Danow(b. 
Mar.,  '61),  an  Indianapolis  printer,  5  ft.  10  in.  high,  weight  140  lbs.,  who  had  lidden  800  m.  on  a  4S 
in.  Star  in  '85,  and  800  m.  on  a  54  in.  Expert  in  *8S,  previous  to  June  2,  when  he  began  at  Boston 
a  homeward  tour  of  about  950  m.  in  19  days.  Tlic  distance  is  "  estimated,"  because  his  new 
Butcher  cyclometer  stopped  working  on  the  fifth  day  from  the  start.  He  took  train.  Providence 
to  Hartford,  68  m.,  Cleveland  to  Ft.  Wayne,  45  ra.,  and  boat  from  Erie  to  Cleveland;  and 
he  took  his  leisure  all  the  rest  of  the  way  while  wheeling.  "  As  for  loneliness,*'  he  said,  "  the 
contact  with  ever-varying  classes  and  conditions  of  people,  and  ever-changing  landscapes,  made 
it  impossible  ;  but  I,  for  one,  will  run  the  risk  of  being  lonesome  rather  than  being  bored." 

The  high-water  mark  of  English  achievement  in  the  shape  of  wheeling  literature  seems  to 
have  been  reached,  at  the  close  of  March,  by  the  issue  of  the  volume  called  **  Cyding"  (Lou- 
den :  Longmans,  Green  &  Co.,  10  s.  6  d.),  in  the  series  known  as  Badminton  Library  of  Sports 
and  Pastimes ;  see  p.  6S7.  It  is  imported  at  Boston  by  Little,  Brown  &  Co.,  at  $3.50  in  doth 
or  $^  in  half  morocco,  and  their  adv.  says  :  "  472  pp.,  illust.  by  19  full-page  plates  and  60  wood- 
cuts,"  though  the  text  is  elsewhere  named  as  covering  442  pp.,  and  the  "  phenomenally  com- 
plete and  copious  index  "17  pp.  in  double-column.  The  14  chapter-titles  are  as  follows :  Intro 
ductoiy  (by  Lord  Bury,  very  generally  praised) ;  historical ;  riding  ;  radng ;  touring ;  training ; 
dress ;  dubs ;  tricycling  for  ladies ;  radng  paths ;  N.  C.  U. ;  C.  T.  C. ;  construction ;  the 
press  and  literature.  Tlie  last-named  is  the  shortest  and  the  one  preceding  it  the  longest, 
"covering  125pp.,  i^om  which  even  veterans  who  have  watched  the  progress  of  wheels  from 
the  bone-shaker  stage  may  derive  some  information.  The  whole  volume  is  quite  unprecedented, 
and  forms  the  most  elaborate  and  complete  exposition  otf  the  sport  yet  issued  "  {,Cyc.  J<mr., 
Apr.  i).  "  It  will  be  interesting  reading  to  the  practical  cyclist ;  and  the  man  who  is  going  to 
cycle  will  find  every  item  of  information  necessary  at  hand  "  (Bi.  News^  Apr.  3).  '*  The  price 
b  higher  than  the  general  run  of  cycling  publications,  but,  as  the  book  is  got  up  in  the  best  style 
of  binding,  it  is  quite  worth  the  money  and  will  take  its  place  on  any  drawing-room  table.  It  is 
a  complete  compendium  upon  everything  connected  with  cyding  "  {Cyciat,  Apr.  13).  "  It  is 
the  most  complete  and  interesting  book  of  the  kind  we  have  ever  read,  and  supplies  a  regular 
mine  of  information,  and  as  a  book  of  reference  is  invaluable  "  {Irish  Cyclist  <&•  AthleU^  Apr.  13X 
"  The  book  is  the  best  that  has  yet  been  issued,  and  is  honestly  worth  the  10  s.  6  d.  charged 
for  it "  {Wheeliftg,  Apr.  20).  "  It  is  essentially  English,  and  is  meant  to  be.  Only  the  slight* 
est  reference  is  made  to  cycling  outside  the  British  Isles,  and  even  in  the  '  historical '  chapter 
America  is  almost  entirely  ignored.  Yet  no  wheelman  can  afford  to  be  without  '  Cycling '  on 
his  book-shelf,  for  this  work  is  by  far  the  best  ever  printed  "  {Bi.  World,  May  13).  The  pict- 
ures supplied  by  J.  Pennell  meet  with  the  approval  of  all  the  critics,  while  those  fathered  by 
Lord  Bury  are  as  unanimously  condemned.  The  Cycling  Journal  says  the  latter's  "  description 
of  the  mode  of  government  of  the  C.  T.  C.  is  intensely  amusing,  fun  being  poked  at  the  auto- 
cratic secretary  in  a  good  humored  way,  that  can  scarcely  arouse  the  wrath  of  that  offidal  him- 
self "  ;— whence  it  would  appear  that  the  Viscount  Ukes  a  more  jocose  view  of  literary  foixery 
than  did  Mr.  Justice  Wills.  Most  of  the  hard  work  in  compiling  the  volume  is  to  be  accredited 
to  G.  Lacy  Hillier,  ed.  of  Bi.  Nnvs  and  of  the  cyding  dept.  of  Land  ^  Wafer,  who  requests 
that  newspaper  notices  of  it  be  mailed  to  him  at  24  Beckenham  Road,  Penge,  London,  S.  E. 

"  Wanderings :  on  Wheel  and  on  Foot  through  Europe,"  by  Hugh  Callan  (I.ondon  :  S. 
Ia)W,  Marslon  &  Co.;  about  250  pp. ;  illust.;  50  c),  will  probably  appear  eariy  in  June.  His 
biog.  is  given  on  p.  54$,  and  he  first  gained  notoriety  in  the  cyding  world  by  winning  the  $350 
prise  offered  by  Til  Bits,  a  London  penny-paper,  for  the  best  story  of  adventures  on  the  wheel, 
--printed  Dec  4f  *86.    As  reproduced  at  Boston,  in  the  CyeWs  final  issue,  Jan.  ai,  it  covered 

ADDENDA:    BOOKS.  xcix 

•  trifle  more  than  two  pases.  A  similar  spacs  was  given  by  HTkegiifigr,  Dec  19,  to  the  unsac- 
cessfuJ  narrative  of  A.  M.  BoUon  (p.  549)i  "  believed  to  be  the  only  cycling  journalist  of  the 
metropoUs  who  competed  " ;  and  a  comparison  of  the  two  may  help  to  show  the  probable  "  lit- 
erary standard  "  by  which  such  things  are  judged  in  England.  In  a  letter  to  the  Cyc/tsi  of 
Jan.  Si  defending  his  prize-piece  from  ibe  charge  of  Munchausenbm,  Mr.  C.  alluded  to  the  re- 
pon  of  one  of  his  tours  as  liaving  been  printed  in  the  FuiUi^Ozi,  z6,  2$,  %o ;  Nov.  13);  and  it 
elsewhere  appears  that  in  '85  he  drove  his  52  in.  Challenge  1 100  m.  on  the  Continent,  and  in  '86 
1500  m.  there,  besides  3000  m.  on  British  roads.  His  letter  to  me  of  Apr.  30,  '87,  says  :  "  First 
put  wi.l  tell  of  my  'd6  ride  from  Hamburg  to  the  i£gean  sea  and  Athens ;  second,  of  my  '85 
ride  from  Amsterdam  up  the  Rhine  to  Geneva  and  back  to  Antwerp ;  third,  of  my  '81  tramp  in 
France  and  Belgiumi  when  I  sl^pt  in  the  fields  and  worked  my  passage  as  a  sailor,  after  money 
was  spent.  Book  is  descriptive,  anecdotal,  historical,  ethnological,— not  a  bare  narrative,  but  an 
attempt  to  blend  my  own  adventures  with  the  spirit  of  the  places,  and  to  enter  with  a  human  in- 
terest into  the  life  of  the  various  people  met  on  the  way.  As  to  odometers,  1  last  year  used 
Uuderwood's,  because  it  is  the  lightest.  It  dropped  o£E  after  1400  m,  were  done ;  but  the  med- 
duDg  of  inquisitive  hands  doubtless  had  somethmg  to  do  with  its  failure." 

The  lliffes,  of  Coventry,  issued  in  Dec  a  shilling  book  called  "  Two  Trips  to  the  Emerald 
Isle,  by  '  Faed,* — embracing  a  Racing  Trip  to  Dublin  and  a  Touring  Trip  to  Killarney."  The 
ttyle  is  unconventional  and  quite  free  from  political  allusions.  A  half-dosen  full-page  litho- 
Kraphs  by  G.  Moore  are  inserted,  and  there  are  a  dozen  lesser  pictures  in  the  text,  which  covers 
58  pp.,  8^  by  6i  in.,  and  is  accompanied  by  17  pp.  of  adv.  The  same  publishers,  author  and 
price  are  to  be  recorded  for  "  Th:  PUasores,  Objects  and  Advantages  of  Cycling,"  whose  Jan. 
adv.  called  it  *'  the  most  interesting  and  highly  illustrated  cycling  work  yet  published."  Its 
sine  chapter-titles  are  as  follows  :  Why  cycling  captivates ;  the  history  of  cycles  and  cycling ;  my 
experiences  of  Safety  bicyc'ing ;  ths  utilitarian  aspect  of  cycling ;  cycling  as  a  pastime ;  cycle 
radog ;  curiosities  of  cycling ;  a  charming  Tandem  spin ;  the  literature  of  cycling.  (For  author's 
biog.  see  p.  534.)  Late  in  '86,  the  Iliff ^s  issued  "Abridgments  of  Patents  Relating  to  Veloci- 
pedes, 181S  to  1S83,"  by  R.  E.  Phillips  (see  pp.  550,  683),  strongly  bound  in  cloth,  at 
IS ;  and  they  announce  in  preparation  a  second  volume,  covering  the  patents  of  the  year  'Af, 
wfaen  the  new  act  went  into  effect,  at  $2.62,— though  advance  subscribers,  limited  to  100,  can 
be  enrolled  at  $1.87.  A  cheaper  edition  of  Vol.  I.  (310  pp.;  paper  covers)  appeared  in  Feb.,  at 
ls.25,  which  was  the  advance  subscription  price  of  the  bound  copies.  "  Cycledom  :  the 
Christmas  Number  and  Year  Book  of  th ^  Cyclist  for  1886-7,"  wras  perhaps  the  most  eUborate 
and  costly  amount  of  such  material  ever  offered  for  a,  for  it  contains  114  pp.,  ix  by  8 
in.,  with  15  lithographed  cartoons  by  G.  Moore,  and  a  very  ornate  cover,  printed  in  gilt  and 
colors.  The  cheapness  is  of  course  explained  by  the  60  adv.  pp.  scattered  through  the  book,  be- 
tides those  whidi  are  incorporated  with  the  text  of  the  calendars  themselves.  The  "funny 
business"  customary  with  such  prints  covers  65  pp.,  and  most  of  the  remainder  is  given  to 
practical  statistics,  of  the  sort  which  used  to  appear  in  the  "  Cyclist  and  Wheel  W(W/«b/ Annual," 
sncfa  as  racing  records ;  officers,  dates  and  uniforms  of  clubs ;  and  "  brief  biographies  of  more 
than  150  of  the  men  best  known  in  cycling  drdes."  (The  latter  annual's  final  issue  was  in  Jan., 
'85,  and  its  earlier  ones  continued  the  series  bsgun  by  "  Icyclcs  "  in  '80;  seep.  692.)  An 
iliuroinated  lithographic  cover  and  a  dozen  wood-cuts  characterize  the  "  Christmas  number  of 
the  Irish  Cyclist  and  Athlete  "  edited  by  R.  J.  Mecredy  and  printed  by  A.  &  E.  Cahiil,  Dublin 
(68  pp.,  incl.  36  adv.  pp.),  which  sells  for  sixpenc3.  The  same  price  attaches  to  "  Chestnuts, 
or  the  Wheeling  Sandford  and  Merton,  by  W.  McCandlish  and  F.  Percy  Low "  (pub.  at 
Christmas,  *56,  by  H.  Etherington,  152  Fleet  St.),  an  octavo  whose  50  pp.  of  letterpress  form  a 
narrathre  of  10  chapters,  and  are  flanked  by  60  adv.  pp.  The  Birmingham  weekly,  Sport  ^ 
Play,  made  a  first  attempt  at  a  Christmas  number  in  *S6,  which  Wheeling  A'isx^MeA  as  "  one 
of  the  most  remarkable  pennyworths  of  the  year,' with  its  amusing  skit  by  Tom  Moore,  which 
should  be  in  the  hands  of  all  interested  in  c>'cling  politics."  "A  London  Physician's  "  pamphlet, 
"  the  Cyclist's  Pocket  Guide,  giving  practical  hints  for  the  amateur,  and  good  advice  for  all " 
(Iliffcs),  was  aOuded  to  approvingly  by  Whteting  oi  Oct.  30 ;  and  that  paper  of  Nov.  24  named 


the  following  as  supplied  for  13  c.  by  the  Coventry  Machinists*  Co.,  15  Holborn  Viaduct :  *'  *A 
Sufferer's  Experience  of  Rheumaiic  Gout,'  the  author  of  which,  after  having  been  afflirt«w<  inth 
the  disease  for  17  years,  and  trying  all  sorts  of  remedies,  was  cured  by  tricycling." 

A  map  of  "  the  country  west  of  London  "  (Mason  &  Payne,  41  Comhill ;  50  c.)  was  recxMS- 
mended  by  CycliU  of  Dec  22,  as  a  new  issue,  "  showing  roads,  footpaths,  parks,  woods,  com- 
mons, and  rails,  as  >itell  as  the  distances  and  heights  above  the  sea  level,"  on  a  scale  of  |  m.  to  i 
in.  Its  size  is  43  by  32  in.,  folding  in  a  cloth  case  %\  by  4^  in."  The  popularity  of  G.  K.  Yoong*s 
"  Liverpool  Cyclists'  Guide  "  (see  pp.  556,  636)  is  testified  to  by  the  fact  that  the  sixth  editioo, 
for  '87,  is  threatened  with  a  rival,  which  his  former  printers  announce  in  preparation,  with 
almost  identical  mzX.mA{W fueling  ^  May  4).  "  Handbook  on  Training  for  Athletic  Exercises," 
by  W.  E.  Morden  (E.  Seale,  Imperial  Arcade,  Ludgate  Hill ;  25  c),  was  mildly  praised  in  BL 
Nevus  of  Jan.  29 ;  and  "Athlete's  Guide  "  {Pastime  Pub.  Co.,  28  Paternoster  Row ;  25  c),  ed. 
by  N.  L.  Jackson  and  E.  H.  Goodbold,  was  called  "  extremely  valuable  "  in  Wheeling  oi  May 
4.  The  second  book  "  contains  a  full  table  of  all  British  amateur  records,"  and  its  chapter  00 
"  cycling  "  (by  G.  L.  Hillier)  is  more  complete  than  the  former  book's.  A  series  of  pictured 
reports  of  "  Cycling  Rambles  in  the  Home  Counties,"  by  H.  S.  Watkins,  was  begun  in  the 
JUust.  Sporting  iSr*  Dramatic  News  of  Apr.  30,  and  will  doubtless  be  reproduced  in  book  form. 
The  BL  News  of  Apr.  30  praised  the  neatly-printed  and  leather-bound  dub-book  of  the  North 
Warwickshire  B.  C, — with  its  chapters  on  cycling,  touring,  government  and  other  general  mat- 
ters,— as  superior  to  most  of  the  London  attempts  at  club  literature  ;  and  it  acknowledged,  with- 
out approval,  the  receipt  of  a  silly  song,  "  Not  the  Baby  but  the  Bicycle,"  pub.  by  S.  Heard  ft 
Co.,  of  192  High  Holborn;  written  by  T.  S.  Lonsdale;  music  composed  by  C.  H.  Chirgwin. 
The  Cyclist  of  Jan.  36  says  :  "  An  excellent  waltz,  '  the  Knights  of  the  Wheel,'  has  just  been 
composed  by  T.  Capel  Seavy,  who  proposes  to  embody  the  badges  of  30  clubs  around  the  figure 
on  the  outside  cover.  Clubs  desiring  to  be  commemorated  thereon  should  apply  for  particulars 
to  the  publishers,  29  Southampton  st..  Strand."  The  ed.  of  (Cyclist,  referring  in  Dec  to  my 
quoted  "  review  "  (p.  684),  says  that  "  Miss  Erskine's  book  on  'Tricycling  '  has  gone  through 
2  eds."  ;  also  that  H.  T.  Round's  '82  book,  noted  on  p.  687,  '*  was  the  most  complete  and  per- 
fect annual  ever  issued, — but  has  not  been  perpetuated,  because  too  big  and  expensive  for  the 
price" ;  also  that  the  6th  ed.  of  his  own  "  Indispensable  "  (which  I  name  on  p.  685  as  appearing 
**  late  in  *86")  "  is  in  press,  but  want  of  time  even  now,  Dec.  29,  prevents  its  completion.  The 
'82  ed.,  which  brought  the  total  issue  up  to  16,000,  has  long  been  out  of  print."  The  san^ 
"  retired  naval  man  "  who  wrote  the  book  of  Scottish  tours,  named  on  p.  684,  published  an 
earlier  one  called  **  Nauticus  on  his  Hobby-Horse,"  whereof  no  details  are  known  to  me.  A 
writer  in  BL  News  of  Jan.  15  says  that  the  earliest  book  on  cycling  was  pub.  at  London  in  1868 
by  A.  Davis,  entitled  thus :  "  The  Velocipede  and  How  to  Use  It  "  (see  pp.  402,  688).  lo 
Dec,  '86,  there  was  issued  by  W.  Guilbert,  at  Ryde,  Isle  of  Wight,  price  18  c,  a  list  of  the 
year's  cycling  championships  in  all  European  countries,  compiled  by  J.  A.  Randolph,  C.  T.  C. 
consul  at  Ghent.    The  Cyclist  calls  the  tables  "  most  complete." 

In  addition  to  the  5  blank-logs  previously  issued  in  the  U.  S.  (see  pp.  677-8),  "  the  Wheel- 
men's Record  Book,  the  only  perfect  one  of  its  kind  ever  published  "  (100  pp.  ;  pocket  and 
pencil;  leather  cover;  70  c),  by  Rich  wine  Bros.,  Phila.,  is  adv.  by  the /iMrricaA  Athlete  ol 
Apr.  30,  whose  ed.  offers  to  send  it  as  a  premium  for  two  subscriptions  to  his  paper  at  50  c.  each. 
*'  Cyclers'  Tables  of  Shell  Roads  near  Norfolk,  Va."  (20  pp.,  2^  by  4  in.,  10  c),  is  an  amateur 
booklet,  issued  in  Feb.  by  V.  P.  Ellis.  An  adv.  in  Wheel  News  of  Apr.  i  urged  all  cyders  to 
at  once  forward  their  names,  and  name  and  size  of  wheel  used,  to  Box  595,  Westfield,  Ms., 
for  gratuitous  insertion  in  the  "  Wheelmen's  Directory,"  to  be  issued  by  '*  the  U.  S.  Wheel- 
men's Pub.  Co."  I  found,  by  personal  inquiry  in  May,  that  the  '*  Co."  consisted  of  D.  L. 
Beldin,  a  printer,  and  H.  A.  Lakin  (p.  527) ;  but  the  only  answer  given  to  my  request  for  site, 
price  and  publication-time  of  the  book  was  this :  "  It  will  come  out  a  good  deal  sooner  than 
your  own."  S.  C.  Griggs  &  Co.,  of  Chicago,  adv.  in  Outing,  of  Sept.,  '86,  "The  World  on 
Wheels  and  other  Sketches"  ($1),  by  B.  F.  Taylor,  a  well-known  journalist  of  that  city,  who 
has  died  since  then  ;  but  this  had  even  less  reference  to  cycling  than  the  work  of  same  name 

ADDENDA:    BOOKS.  •  oi 

deaeribed  on  p.  680,— being  stroply  a  series  of  humorous  obeervalions  of  travel  by  train.  A 
wheelmen's  map  of  Worcester,  Ms.,  is  now  distributed  gratis  by  Hill&  Tolman,  cyde  dealers. 
C  M.  Richards  has  postponed  for  a  year  the  pamphlet  of  "  Instructions  "  noted  on  p.  678.  At 
about  the  middle  of  Apr.,  the  Orange  Wanderers  (N.  J.)  voted  that  the  club  sliould  publish  a 
pamphlet  '*  on  the*advantages  of  good  roads  and  the  proper  construction  and  maintenance  of  the 
same."  Four  works  on  this  general  subject  were  thus  catalogued  by  a  writer  in  Bulletin  of 
Nov.  12  :  **  Roads  and  Streets,"  by  Law  &  Clark  (Wcale's  Series,  London,  '61  and  '77  *.  N.  Y., 
'67) ;  "  Roads,  Streets  &  Pavements,"  by  Q.  A.  Gillmore,  Brev.  Maj.  Gen.  U.  S.  A.  (N.  Y.  : 
D.  Yap  Nostrand  &  Co.,  '76) ;  "  Engineering  Notes,"  by  F.  Robertson  (London  and  N.  Y., 
'73) ;  "  Construction  and  Maintenance  of  Roads,"  by  E.  P.  North,  C.  £.  (in  "  Transactions  of 
American  Society  of  Civil  Engineering,"  YoL  YIIL,  May,  1879). 

JouKNAUSM. — ^The  following  is  a  complete  list  of  the  16  cycling  papers  now  published  in 
America  (May  4,  '87),  arranged  in  order  of  their  age,  with  date  of  first  number  of  each,  names 
of  editors  and  publishers,  and  places  of  issue.  The  weeklies  are  marked  "  w."  and  the  month- 
ties  "  m.'* — the  former's  price  being  $1  and  the  latter'sso  c,  unless  otherwise  shown  :  Bicycling' 
W^rld,  w.,  Nov.  15,  '79;  C.  W.  Fourdrinier  and  J.  S.  Dean;  B.  W.  Pub.  Co.,  12  Pearl  »t., 
Boston.  Ms.  Wheel,  w.,  Sept.  35,  '80;  F.  P.  Prial,  23  Park  Row,  N.  Y.  IVheelmen's  Ga- 
aette,  m.,  Apr.,  '83 ;  H.  E.  Ducker,  Springfield,  Ms.  Canadian  Wheelman,  m.  (#1),  Sept., 
'83;  J.  S.  Brierley;  C.  W.  A.  Pub.  Co.,  London,  Ont.  Bicycle  South,  ra.,  Dec,  '84;  H.  P. 
Seiferth ;  Hunter  &  Genslinger,  1 16  Gravier  st.  New  Orleans,  La.  Star  Advocate,  m..  Mar. , 
*&$ ;  E.  H.  Corson,  East  Rochester,  N.  H.  L.A.  W.  Bulletin,  w. ,  July  2,  '85 ;  A.  Bassett ;  Ex. 
Com.  L.  A.  W. ;  22  School  St.,  Boston,  Ms.  American  Wheelman,  m.,  Aug.,  '85;  L.  S.  C. 
Ladish ;  A.  W.  Pub.  Co.,  loS  N.  Fourth  St.,  St.  Louis,  Mo.  Bicycle,  m.  (12  c),  Apr.,  86  ;  L. 
P.  Thayer,  West  Randolph,  Yt.  Pacific  Wheelman,  w.,  Sept.,  '86;  Crandall  Bros.,  339  Bush 
SL,  San  Frandsco,  Cal.  Bicycle  Herald &*  Evangelist,  m.  (15c.),  Sept.,  '86 ;  H.  A.  King ;  King 
Wheel  Co.,  51  Barclay  St.,  N.  Y.  Minnesota  Division,  ro.,  Nov.,  '86;  E.  C.  Smith,  Winona, 
Minn.  Wheelmen^  Record,  w.,  Jan.  6,  '87;  G.  S.  &  P.  C.  Darrow;  W.  R.  Co.,  25  Sentinel 
Building,  Indianapolis,  Ind.  L.  A.  W.  Pointer,  m.,  Apr.,  '87;  J.  A.  Hinman;  L.  A.  W.  P. 
Pub.  Co.,  Oshkosh,  Wis.  Wheel  News,  w.  (70  c),  Apr.  1,  '87;  N.  L.  Collamer,  47  St.  Cloud 
Building,  Washington,  D.  C.  Oregon  Cyclist,  Apr.,  '87 ;  F.  T.  Merrill,  14s  Fifth  St.,  Portland, 
Or.  No  price  is  attached  to  the  last-named,  nor  notice  as  to  when  the  future  numbers  will 
appear ;  but,  as  it  is  "entered  at  the  post  office  as  second-class  matter,"  such  numbers  seem  to 
be  intended.  It  has  33  pp.,  of  standard  size, — letterpress  and  adv.  alternating, — ^anda  profile 
portrait  of  the  editor  and  proprietor  is  framed  in  the  "  O  "  of  the  heading.  As  regards  this, 
foregoing  brief  adv.  of  the  whole  American  press,  I  urge  that  it  ought  to  be  given  free  insertion 
not  only  in  every  American  book  and  pamphlet  devoted  to  cycling,  but  in  every  trade-catalogue 
or  price-list  which  cny  American  cycle  dealer  may  issue.  "  Intelligent  selfishness,"  and  "  the 
law  of  reciprocation  "  may  both  be  said  to  demand  this  policy  (as  I  explain  on  pp.  653,  718) ; 
but  I  believe' the  only  catalogues  of '87  whose  makers  have  yielded  to  my  many  printed  and 
written  arguments  for  granting  such  slight  favor  to  the  press  are  those  of  the  Gormully  & 
Jeffery  Co.,  and  A.  G.  Spalding  &  Brother,  both  of  Chicago. 

The  rapid  change,  if  not  also  growth,  characteristic  of  cycling  journalism,  is  well  shown  by 
the  amoont  of  '*  additions  and  corrections  "  needed  to  produce  the  foregoing  list  of  16  from  the 
similar  one  of  i a  compiled  nine  months  earlier  for  p.  654.  Three  of  those  12  have  died ;  and 
none  of  the  3  ever  seemed  to  have  as  good  a  field,  or  to  show  as  many  signs  of  prosperity  and 
longevity,  as  must  be  accredited  to  the  Wheelmen^ s  Record,  of  Indianapolis, — the  most  promis- 
ing one  of  the  7  which  have  sprung  up  within  the  three-quarters  of  a  year.  "  Bom  in  a  job- 
printing  office  on  the  6th  of  Jan.,  it  began  growing  and  expanding  in  a  way  that  astonished  its 
friends."  Such  is  the  statement  of  its  i6lh  issue  (Apr.  21),  in  announcing  removal  to  a  new 
ofifice,  from  the  original  cramped  quarters  at  35  W.  Market  St.,  as  having  been  forced  by  the 
swiftness  of  its  growth.    A  week  later,  it  advertised  in  preparation  a  "  special  number  for  the 


League  meet  at  St.  Louift,  giving  in  advance  a  burlesque  account  of  that  gathering,  as  a  sort  of 
souvenir"  (16  pp.  of  illustrated  text,  in  ornate  lithographed  cover) ;  and  promised  for  May  12  a 
full  page  lithographic  portrait  of  T.  J.  Kirkpatrick,  the  probable  next  president  of  League.  A 
similar  lithograph  of  T.  Stevens  appeared  Apr.  7,  "  portraits  of  9  Indiana  wheelmen/'  Apr. 
21,  and  "  cartoons  "  Mar.  17.  and  earlier.  Besides  these  special  features,  wood-cuts  have  been 
interspersed  in  the  text  from  the  first  number ;  and  the  heading  itself  is  of  a  humorous  sort,  repre> 
senting  riders  of  various  styles  of  wheels  carrying  placards  on  which  are  severally  inscribed  the 
six  letters  which  spell  the  title  "  Record^  The  artistic  features  of  the  paper  are  by  P.  C.  Dar- 
row,  who  enlivened  with  similar  pictures  the  report  of  his  long  '86  tour  (in  Wh.^  Gau.  ;  see  p. 
xcviii.) ;  and  I  wish  here  to  praise  that  same  report  as  one  of  the  very  few  sketches  known  to  me 
for  really  reproducing  in  print  the  humorous  experiences  of  the  road,  without  any  strained  and 
tiresome  attempts  at  wit  or  smartness.  His  brother,  G.  S.  Darrow,  is  the  chief  working  editor, 
while  C.  F.  Smith  attends  to  the  advertising.  The  page  is  of  standard  size  and  enclosed  in  a 
cover  whose  color  varies  from  week  to  week.  The  Record  firmly  upholds  the  League ;  and,  in 
addition  to  representing  the  same  in  its  own  State,  has  arranged  with  the  officers  of  the  Illinob 
Division  that  subscriptions  from  members  thereof  shall  be  accepted  at  the  reduced  rate  of  75  c, 
in  consideration  of  the  officers'  supplying  their  earliest  official  news  to  the  Record.  ('i*hose  ofii< 
cers,  on  Nov.  21,  arranged  to  use  as  "  their  organ  "  the  Sunday  issue  of  a  Chicago  daily,  the 
Inter  OceaHy  in  return  for  its  devoting  a  regular  column  to  cycling  affairs ;  and  the  Sporting  &* 
Theatrical  Journal  then  dropped  from  its  heading  the  "  and  IVestem  Cycler"  which  it  had  as- 
sumed when  appointed  to  the  organship,  July  3,  *86;  see  p.  672),  The  Record  9ma  to  be  light 
and  amusing,  and  it  at  least  reaches  near  enough  to  that  ideal  to  possess  a  character  and  jBavor  of 
its  own.  It  shows  more  care  than  any  other  cycling  print  yet  produced  west  of  the  Alleghanies. 
The  Wheel  News  is  "devoted  expressly  to  touring,"  its  ed.  being  the  League  Tourmaster, 
and  the  size  of  its  8  pp.  is  9  by  6  in.  The  Pointer  ^nd  Division  are  State  organs  of  the  League, 
as  shown  by  their  titles.  The  Pacific  Wheelman  is  of  same  size  as  News^ — the  issue  of  Tues- 
day, May  3,  being  the  first  one  that  came  to  me  in  that  shape,  and  with  new  editors'  names  and 
doubled  price.  After  a  half-year  as  an  8  p.  monthly,  it  changed  to  a  4  p.  weekly,  and  thus  ap- 
peared with  an  ornamental  heading,  from  Mar.  5  till  April  9  or  later.  During  all  this  time,  its 
price  was  50  c,  its  publication  office  1029  Market  St.,  and  its  "  editors  and  proprietors,"  T.  L 
Hill,  D.  W.  Donelly,  F.  R.  Cook  and  S.  F.  Booth,  jr.  It  is  the  '*  official  organ  of  Cal.  Div.  of 
League," — the  Ingleside^  named  on  p.  661,  having  died.  The  Bi.  Herald  is  an  adv.  organ  of  the 
King  Wheel  Co.,  of  N.  Y.  (incorp.  Nov.  24,  *86),  and  its  ed.  is  Rev.  H.  A.  King,  of  Springfield, 
Ms. ,  pres.  of  the  company  and  inventor  of  the  King  safety  bicycle.  Its  drculation  is  based  upon 
the  mailing-list  of  a  local  revivalist  and  temperance  paper  called  the  Evangelist^  which  had  a 
post-office  registry  for  second-class  rates,  and  most  of  its  matter  is  designed  for  Evangelist  read- 
ers. It  do2s  not  appear  to  exchange  regularly  with  the  cycling  editors,  and  I  have  received  no 
copy  save  the  first  (Sept.) ;  but  I  have  heard  of  2  or  3  later  ones,  and  the  current  adv.  of  the  K. 
W.  Co.  still  says  that  it  will  be  sent  for  15  c.  a  year  by  the  sec.-treas.,  A.  J.  King,  51  Barclay  St., 
N.  Y.  Prosperity  seems  to  have  been  won  by  the  American  Wheelman  (whose  "  pub.  co,"  is 
said  to  consist  of  L.  C.  S.  Ladish,  J.  S.  Rogers,  L.  Gordon  and  E.  L.  Stettinius),  for  its  May  issue 
contains  18  pp.  of  adv.  and  12  of  text, — well-printed  in  the  reformed  style  mentioned  on  p.  67s, 
—though  the  rumor  there  given  of  its  absorption  of  the  Bi.  South  was  not  correct.  I  think  that 
paper  is  still  issued,  but  no  specimens  have  reached  me  since  Aug.,  and  I  name  its  editor  on 
authority  of  a  note  in  Bulletin  of  Sept.  3,  correcting  thus  my  statement  of  p.  670,  that  S.  M. 
Patton  was  to  be  its  ed.  I  gladly  correct  also  my  assumption  of  p.  671,  that  the  Smith  Mach. 
Co.  gave  more  support  than  all  other  patrons  to  the  Star  Advocate^ — the  neat  little  monthly 
which  fills  so  well  its  chosen  function  of  vigorously  proclaiming  "  the  Star," — for  its  editor  de- 
clares that  only  until  recently,  when  the  Smithville  people  purchased  a  paid  adv.  at  regular  rates, 
has  he  received  any  help  at  all  from  that  quarter.  The  7ih  issue  of  the  Vermont  Bicycle,  in 
Oct.,  *86,  changed  its  first  rude  shape  (see  p.  672)  to  16  pp.  of  standard  size  and  improved  typog- 
raphy, but  in  Jan.  it  went  back  to  the  old  form  and  dropped  "  Vermont"  which  was  the  only 
distinctive  thinz  in  its  title.    The  not  expensive  rate  of  12  c  a  year  (dating  from  Apr.,  when  ad 


vol.  began)  is  explained  by  the  fact  that  most  of  the  type  is  first  used  for  the  Herald  &*  ATewtt 
MBoed  by  the  sanw  editor,  who  lias  just  been  chosen  as  chief  consul  of  the  League  in  his  State. 

The  ££,  World  celebrated  the  opening  of  a  new  volume,  May  6,  '87,  both  by  moviug  to  a 
pewofiioe  where  it  can  do  its  own  printing,  and  by  retuniing  to  the  former  double^olumn  typog- 
capby,  which  I  motioned  on  p.  663  as  looking  better,— also  superseding  the  head  of  Aug.  7, 
'80,  by  a  neater  one  of  style  similar  to  the  earliest,  but  more  artistic  Oddly  enough,  it  makes 
%  hiscoric  blunder  by  inserting  in  the  head,  "  Founded  1878,'*  for  the  real  date  was  Nov.  15,  ^9 
(seep.  662),  while  the  first  issue  of  Am.  Bi.  Jour. — whose  "good-will  "  the  B.  W.  bought, 
while  disclaiming  the  lineal  successorship— was  dated  Dec.  23,  '77  (see  p.  655}.  The  last  gas> 
of  the  B.  iy.*s  "  archery  "  off:»hoot,  which  I  have  described  as  absorbed  by  Recreatian  (pp.  663, 
668),  was  given  when  that  luckless  journal  died,  quite  appropriately,  in  the  office  of  the  IVJuel, 
where  it  was  bom,  as  Amateur  Athiete^  Apr.  4,  'S3, — the  final  issue  bearing  date  of  Nov.  26, 
'86.  Its  owners,  the  **  Cyclist  Pub.  Co.,"  sold  the  corpse,  Nov.  29,  to  the  Wheel's  owners,  the 
"  Cycling  Pub.  Co."  (mentioned  incorrectly  on  p.  667,  as  having  "  made  its  last  appearance  "), 
which  was  then  reorganized  (J.  W.  Barnes,  pres.  ;  F.  Jenkins,  treas. ;  W.  N.  Oliver,  N.  M. 
Beckwith,  G.  M.  Huss,  W.  S.  Bull,  H.  A.  Smith,  stockholders),  and  which  at  once  leased  the 
Wheel  to  F.  P.  Prial,  its  present  editor  and  publisher,  at  a  rental  representing  a  certain  per- 
centage of  the  capital  stock,  with  privilege  of  perpetual  renewal.  Though  he  had  done  most 
of  the  editorial  work  from  Apr.  21,  '85  (p.  666),  his  name  was  first  printed  as  ed.  Sept.  3,  '86; 
ind  when  "  pub."  was  first  added  to  it,  Dec.  3,  he  reduced  the  price  to  the  standard  %v  rate, 
ibough  "  ^a  "  had  been  named  during  the  8  weeks  preceding,  on  account  of  some  trouble  with 
the  Am.  News  Co.  On  May  6,  he  changed  his  office  to  23  Park  row,  and  at  same  time  trans- 
ferred tlie  printing  from  12  Vesey  st.  to  B.  W.  Dinsmore  &  Co.,  of  13  Frankfort  St.,  who  w;;re 
employed  in  '83-4.  Pagination  was  resumed,  after  long  disuse,  when  the  6th  year  began,  Oct.  i, 
and  the  33  issues  from  then  to  May  13  show  46S  pp.  A  "  Southern  Department  "  was  begun 
May  4,  under  N.  L.  CoIlamer,of  Washington,  ed.  of  Wheel  Nttvs ;  and  the  more  frequent  em- 
ployment of  brevier  type  allows  its  editor  to  proclaim  it  as  "  the  Iarges^of  the  weeklies."  At 
the  age  of  8  months  (Dec.  3  ;  see  p.  665),  the  Cycle  gave  a  significant  sign  of  distress  by  drop- 
pit^  the  price  from  $1.50  to  75  c. ;  and  when  ths  Jan.  21  issue  announced  its  "  ceasing  to  exist," 
because  of  cd.'s  promotion  to  management  of  Bulletin  (p.  Ixxxvi.),  its  small  sub.  list  was  sold  to 
the  all-swallowmg  Wh.  Gas.,  of  Springfield.  As  for  the  unborn  papers,  a  Washington  cor.  of 
the  Wheels  Mar.  4,  said  '*  the  Wheel  Age^  a  2  c.  monthly  representing  a  club  of  scientific  riders 
and  writers,"  would  appear  there  within  6  weeks ;  but  on  Mar.  35  he  reported  a  postponement, 
"  though  enough  capital  has  been  subscribed  to  run  the  paper  for  a  year."  The  Am.  Wheel- 
■Miv.  of  Apr.,  says  a  bi.  )oumal  is  about  to  be  started  by  the  riders  of  Oakland,  Cal. ;  and 
another  reporter  (Bui.,  Dec  17,  p.  590)  said  he  had  "  pretty  good  authority  for  believing  that 
Kansas  City,  Mo.,  would  soon  have  a  cycling  weekly,  managed  by  H.  G.  Stuart." 

The  most  notable  addition  to  the  British  journalism  of  the  year  is  the  Way/arer,  a  quarterly 
magazine  issued  by  the  well-known  London  publishers,  Chatto  &  Windus,  of  Piccadilly,  in  behalf 
of  the  editorial  committee  of  "  the  Society  of  Cyclists,"  which  was  established  in  the  early  part  of 
*85,  with  these  avowed  objects  :  "  The  development  of  cycling,  and  its  application  to  the  pro- 
motion of  studies  in  literature,  science  and  art."  I  quote  from  an  official  leaflet,  which  names  a 
fEOveming  council  of  24  (including  2  clergymen  and  3  physicians)  in  addition  to  these  3  officers  : 
Pres.,  B.  W,  Richardson;  treas.,  M.  F.  Cobb;  sec,  A.  W.  Blyth.  The  latter  may  be  ad- 
dressed at  the  society's  rooms,  9  Conduit  St.,  W.,  where  monthly  meetings  are  held,  from  Oct. 
to  May,  wh^n  "  new  inventions  are  exhibited  and  papers  of  interest  to  cyclists  read  and  dis- 
cussed." Admission  to  the  society  is  by  three-fourths  vote  (6  black-balls  to  exclude  in  any  case), 
and  its  annual  fee  of  $5.25  entitles  each  member  to  the  Wayfarer^  M'hose  price  to  outsiders  is 
%\.  Tickets  admitting  visitors  to  the  meetings  may  be  had  on  application  to  any  member  or  to 
ihe  secretary.  Corresponding  members  pay  an  entrance  fee  of  $$-25.  biU  no  annual  dues,  and 
they  can  take  no  part  in  the  election  of  members  or  officers.  No  officer  can  hold  his  place  for 
more  than  three  consecutive  terms;  and  "  the  8  councilors  who  have  attended  the  fewest  coun- 
cil-neetings  during  their  year  sliall  not  be  eligible  for  re-election  until  after  the  lapse  of  a  year." 


"  The  council  sliall  meet  as  often  as  business  shall  require ;  and  any  3  of  the  27  counctk>rs  shall 
be  a  quorum."  Women  are  eligible  to  membership;  and  the  expulsion  of  a  member  requires 
a  two-lhirds  vote,  after  its  recommendation  by  the  council.  The  evolution  of  the  society  from  the 
•*  Tricycle  Union  "  has  been  detailed  by  me  on  p.  647  ;  and  an  account  of  its  "  first  annual  con- 
gress," which  is  there  alluded  to,  covers  much  of  the  Wayfarer's  first  issue  (Oct.,  pp.  118), 
while  its  second  (Jan.,  pp.  86)  contains  upwards  of  a  dozen  papers  read  at  the  various  monthly 
meetings,  on  such  subjects  as  "Tricycles  for  the  Police,"  "  Norway  as  a  Field  for  Cyclists,** 
"the  Essex  Route  to  Kent,"  and  "  Druidical  Remains  at  Abury."  The  latter  is  by  the 
"secretary  of  the  editorial  committee,"  J.  B.  Marsh,  the  same  "elderly  quidnunc''^  whose 
**  vaporings  "  proved  so  distasteful  to  the  "  Sec-Ed.  of  C.  T.  C."  as  to  lead  him  to  forge  the 
signature  of  J.  Pennell,  in  order  to  effectively  denounce  them  (see  p.  xci.).  J.  P.  himself  is  one 
of  the  society's  council,  and  will  doubtless  be  glad  to  recommend  the  names  of  American  ac- 
quaintances who  may  wish  to  become  corresponding  members. 

Inferior  typography  and  paper  characterize  the  Cycling  Budget  ("  a  domestic  and  cycling 
)Oumal,  for  news  topics  and  leisure  hours;  editors,  Ixion  and  Thalia  ;  manager,  Wm.  Bolton  "), 
which  has  been  issued  every  Wednesday  since  Dec.  14,  *86,  at  170  Strand.  The  latter  half  of 
its  16  pp.  (12  by  9J  in.)  is  given  to  "  reprint  matter  "  of  the  sort  which  American  country  papers 
use  for  padding,  and  the  greater  part  of  this  seems  to  have  originated  in  America, — Burdette, 
Bill  Nye  and  other  familiar  names  being  quoted  in  the  only  two  specimens  I  have  seen.  Mar.  2 
and  9.  The  adv.'s  are  all  restricted  to  the  orange-colored  cover.  Wheeling  of  Mar.  2  was  "  re- 
quested to  state  that  T.  C.  Heath  (editor)  and  H.  H.  Grifihi  are  no  longer  connected  with  the 
Cycling  Budget V  Mr.  G.  was  mentioned  on  Nov.  10  as  having  ceased  to  supply  the  **  club 
chronicle  "  for  Bi.  News,  and  having  terminated  all  connection  with  the  IlifTcs  (see  p.  690). 
While  letters  on  a  black  background  characterize  the  heading  of  the  Cycling  World,  "an  illust. 
weekly  newspaper  for  wheelmen,  edited  by  J.  H.  Akennan,"  and  pub.  on  Wednesdays  at  158 
Fleet  St.,  beginning  Mar.  9."  Tlie  ed.  was  formerly  connected  with  the  Cycling  Times  (which 
H.  A.  Barrow,  wrongly  named  on  p.  689  as  "  proprietor,"  has  also  left),  and  he  sa>'s  "the 
writers  who  have  joined  in  the  venture  have  already  made  their  names  in  connection  with  the 
journalism  of  the  sport,"— but  he  does  not  announce  them.  The  only  "  illustration  "  I  find 
in  the  first  issue  is  a  cut  of  a  tricycle.  The  adv.'s  cover  the  outside  4  of  the  16  pp.,  of  standard 
size,  and  the  price  is  a  penny,  as  in  case  of  all  the  London  weeklies.  The  choice  of  IVorld  for 
a  title  was  made  possible  by  the  discontinuance,  in  Dec.,  of  the  Iliffes'  Wheel  World {^^  pp. 
654,  690),  in  favor  of  "  Olympia  "  (price  12  c),  which  they  began,  in  Jan.,  "  to  command  the 
broader  field  of  all  outdoor  sports,"  after  the  fashion  of  Outing;  though  they  still  adv.  it  as 
"  the  cyclist's  monthly  magazine,"  and  the  wheeling  contributors  continue  to  predominate.  H. 
A.  Judd  ceased  to  edit  and  A.  J.  Wilson  ("  Faed  ")  ceased  to  contribute  to  W.  W.,  a  month 
before  the  transformation  ;  because,  with  the  issue  of  Tricycling  Journal  oi  Nov.  la,  H.  A. 
Judd  &  Co.  were  announced  as  new  owners,  with  A.  G.  Morrison  (pp.  535,  690)  as  a  third  mem- 
ber of  the  ed.  staff.  The  office  was  at  once  changed  from  Hammersmith  to  181  Fleet  st.  (pp.  654, 
691),  the  typography  was  improved,  and  an  artistic  heading  was  added,— the  laltci  being  thrown 
off,  Mar.  25,  when  a  ch.inge  of  name  was  made  to  Cycling  Journal.  Since  then  the  words, 
"edited  by  H.  A.  Judd"  have  figured  at  top  of  outside  page.  The  pink  cover  and  "land- 
scape heading  "  of  the  C.  T.  C.  Gazette  have  been  replaced  in  the  current  volume  by  a  bhie 
cover  and  a  neater  design,  giving  prominence  to  the  new  badge  "  pirated  "  from  the  L.  A.  W. 

After  an  inspection  of  advance  pages  of  my  "  literature  "  chapter,  the  ed.  of  Cyclist  sent 
me  the  following  corrections  (Dec.  29,  '86) :  "  The  old  Bicycle  Journal  {{i.  689)  did  not  appear 
until  *77,  a  year  later  than  Bi.  News,  for  it  spnmg  from  the  annual,  instead  of  giving  rise  to  it. 
Wheel  Life  (p.  6go)  was  a  failure,  because  its  editors  did  not  secure  the  public  taste.     The  'Jri- 

cyclist,  on  the  contrary,  always  paid  its  way.     The  amalgamation  has  proved  a  big  success, the 

Bi.  News  now  circulating  within  2000  copies  of  the  Cyclist,  and  increasing  weekly.  Its  cartoons 
knocked  the  Wheeling  '  art  supplements  *  (p.  693)  into  ridicule.  Your  quoted  par.  from  B.  N. 
introduction  (p.  694)  was  really  %vritten  by  W.  McC.  and  not  by  G.  L.  H.,  as  implied.  Youi 
implication  (p.  549)  that  I  purposely  left  out  the  '  Star  *  from  my  list  of  safety  bicycles,  becauso 


it  k  Ameriaui,  is  alto  wrong.  The  oversight  was  mainly  because  the  Smith  Mach.  Co.  failed 
to  fin  ooi  my  blanks  for  details,  and  hence  it  got  overlooked.  This  is  proved  by  the  fact  that 
several  of  the  patented  parts  are  described  in  my  first  duipter.  I  would  also  remark  that  I  was 
tke  first  English  joMmalist  to  take  any  note  of  American  doings  whatsoever." 

As  every  loyal  Englishman  wishes  this  year  to  help  celebrate  the  "  jubilee,"  or  completed 
lialf«century  of  Queen  Victoria's  reign,  the  Cycluty  of  Dec.  sa,  called  upon  the  wheelmen  of  the 
kingdom  to  subscribe  for  a  "  jubilee  life*boat  fund,"  and  the  responses,  up  to  May  4,  have  been 
#•396.  As  the  boat  and  house  cost  $5000,  and  the  boat  alone  ^3250,  the  proposed  memorial 
seems  likely  to  be  incomplete ;  but  the  sum  actually  raised  makes  a  very  creditable  showing  for  the 
editor's  energy.  Similarly,  the  BL  News^  of  Mar.  19,  called  for  help  in  buying  artificial  limbs 
for  a  l^leas  sailor,  J.  Mcintosh,  who  had  driven  a  tricycle  from  Dundee  to  London  in  20 
days,  and  was  able  to  announce  $94  collected  on  Apr.  2.  That  paper  of  May  7  gives  a  page  to 
tabulating  its  circulation  for  53  weeks,  showing  a  growth  from  3650  to  7050  o^ies,  which  it 
calls  "  a  larger  |nt>portionate  progress  f«r  the  12  mos.  than  that  of  any  other  cycling  journal,  and 
a  laiiger  actual  circulation  than  that  of  any  other  6xcept  the  Cyclist,  We  believe  that,  within  3 
mos.,  our  issue  will  exceed  10,000."  As  between  the  two  Coventry  prints  just  named,  I  can  ex- 
IHcss  the  opinion,  after  a  4  months'  perusal  of  both,  that  Americans  will  find  more  to  interest 
them  in  the  B.  N.^  de^ite  its  hostile  tone  towards  this  country  (p.  695).  November  report 
meaticmed  A.  C.  Harmsworth,  as  its  actual  managing  editor  at  the  Coventry  office,  though  his 
name  is  not  printed  in  the  paper.  A  recent  token  of  its  unfairness  was  a  refusal  to  publish  the 
report  of  A.  J.  Wilson  of  the  Trieyclitt,  exonorating  the  Springfield  B.  C,  from  the  charge  of 
**  falsehood  "  raised  by  the  Cyclist^  when  the  club  announced,  in  Oct.  (as  a  jusiiikation  of  its 
advertising  the  presence  of  well-known  English  "amateurs"  at  its  Sept.  tournament,  who 
in  reality  failed  to  appear  there),  that  it  possessed  letters  of  leading  English  firms,  contracting  to 
supply  those  "  amateurs  "  at  a  stipulated  rate.  The  Cyclist  challenged  the  club  to  produce 
those  letters  for  some  well>known  Englishman's  inspection  ;  and  they  were  therefore  submitted 
to  Mr.  W.,  with  the  result  stated.  All  the  other  cycling  papers  printed  his  report  and  said  it 
justified  the  honesty  of  the  Springfield  B.  C.,— but  the  Cyclist  kept  quiet  until,  on  Apr.  13  (p. 
636},  it  was  forced  it  make  a  halting  apology  for  "  refusing  to  print  stale  news  " ;  but  it  did  nol 
squarely  retract  the  false  chaige.  As  regards  the  "  Coventry  ring  "  publishers,  I  may  remark 
that  they  were  quick  to  see  the  force  of  my  printed  argument  on  p.  719,  and  put  their  papers  on 
file  with  me  for  indexing,  rather  than  allow  Wkttling  to  exclusively  get  the  benefit  of  my  quota- 
tsoos  and  credit-marks.  The  Cyc,  Jaur.  and  /r.  Cyc.  &»  Athlete  have  also  adopted  the  same 
•*  intelligently  selfish  "  rule  towards  nie,  which  Wheeling's  publisher  was  shrewd  enough  to 
adopt  at  the  outset  of  my  round-the-world  enterprise.  A  recent  token  of  English  appreciation 
of  that  shrewdness  is  the  publication  by  the  St.  Stephen's  Gasette  of  a  portrait  of  H.  Eihering. 
ton,  "  manager  of  the  Sportsman's  Exhibition,"  accompanied  by  biographical  sketch*  which  lat- 
ter  was  reprinted  in  Wheeling  of  May  4.    The  founder  of  the  Bi,  News,  B.  Oegg,  died  Apr.2S. 

In  correction  of  my  Aug.  list  of  papers  on  p.  654,  I  may  say  that  No.  31  should  have  been 
named  as  Irish  Athletic  «&-  Cycling  News  (see  p.  695),  with  J.  L.  Dunbar  as  ed.  and  prop. 
It  is  an  offshoot  of  the  Irish  Sportsman,  and  I  believe  P.  B.  Kirwan  is  a  leading  writer  for  it. 
R.  J.  Mecredy  became  ed.  of  Ir.  Cyclist  dr*  Athlete  in  Dec,  when  it  was  changed  to  a  weekly, 
and  in  Mar.  he  bought  it,  in  company  with  his  brother,  A.  Mecredy.  Its  price  is  a  c,  and  office 
b  at  49  Mid  Jle  Abbey  st.  Its  latest  page,  May  4,  is  numbered  *'  2664,"  and  its  general  appear. 
ance  is  prosperous.  Under  its  title  is  a  list  of  some  two  dozen  clubs,  of  which  it  is  the  "  official 
Qfgan,"  beginning  with  the  I.  C.  A.  (whereof  its  editor  is  sec),  and  ending  with  the  Irish  Rifle 
Association.  Special  "  club  organs  "  are  not  unknown  in  England,— the  Cyclist  of  Apr.  6  mrn- 
tioning  with  praise  the  Centanr  Gazette  of  Birmingham,  as  having  attained  to  "  No.  25,  Vol. 
IV.  ";  while  JFA^^/m^ acknowledged  the  arrival  of  '  the  Wheel,  tor  Sept.,  monthly  journal  of 
the  Lonsdale  B.  C,  Mr.  Calvert,  editor,"  as  long  ago  as  Dec.  3,  '84.  In  '84,  also,  the  Cycling 
Mercury  was  leading  a  life  of  its  own ;  and  perhaps  the  date  of  its  absorption  by  the  Scottish 
Umpire^  in  whose  heading  h  now  forms  a  sub-title  (see  p,  695),  is  marked  by  the  date  of  the 
hitter's  new  aeries,— ^e  current  issue  of  which,  Apr.  26,  n  "  No.  \\\^  Vol.  VI."    The  public^ 


tion  office  is  at  25  Jamaica  st.,  Glasgow.  Quix^  a  cntnic  paper  of  that  dty,  has  just  introduced  « 
cycling  column.  Southern  Athletics^  a  monthly  of  cycling,  was  begun  last  Nov.,  at  Lewisham. 
An  amalgamation,  in  Oct.,  of  two  of  the  French  joumab  described  on  p.  699, — the  first 
a  weekly  dating  from  Mar.  5,  '85,  and  the  second  a  semi-monthly  dating  from  Jan.,  '85, — ^has  re- 
stilted  in  the  ViloctSport  et  ie  VtiocemaH  Rhtnis,  weekly,  of  Bordeaux,  owned  and  edited  by 
Jean  de  I'Arieste,  founder  of  the  former.  The  first  number  of  a  new  paper  at  B.  was  mentioned 
as  inferior  to  this  old  one,  by  the  Fr.  cor.  of  iVk.  for  Nov.,  but  he  did  not  tell  its  name. 
In  Dec,  M.  del'Arieste  made  a  vigorous  protest  against  allowing  the  title  "  official  organ  of  the 
Union  V^locip^dique  "  to  be  conferred  upon  its  hated  rival,  the  Revue  dn  Sport  yilocipidique 
(Rouen  :  84  Vicornpt^  st.)  whose  "  spirited  pictures  "  were  praised  by  Cyclist  Apr.  27,  and  whuse 
"  Almanach  lllustri  ds  la  V^locipidis,  18S7  "  (13  c.),  was  thus  noticed  by  same  paper,  Dec.  aa  : 
"  It  is  better  than  the  three  earlier  eds.,  and  consists  almost  entirely  of  short  tales,  interspersed 
with  jokelets  called  '  coups  de  pidales.'  The  best  of  its  pictures  are  reproductions  of  the  Stevens 
series  in  Otttingy  The  long  name  of  the  Rouen  paper  suggests  that  the  two  described  on  p.  698 
have  been  combined ;  but  I  'm  not  sure  of  the  fact.  As  for  the  Maandbiad,  which  began  in 
Apr.,  *84,  as  "  official  organ  of  the  Dutch  Cyclers*  Union  "  (p.  700),  its  issue  of  Apr.  i,  '87,  is 
called  the  Kampioeu,  by  Wheelings  as  if  the  old  title  had  long  been  di.«iused.  The  true  German 
name  of  what  is  called  the  Steel  Wheel  on  p.  700,  is  the  StaMrad  {^nnVimx. :  Th.  Weber,  ed. ; 
16  pp. ;  #1.25),  pub.  sth  and  20th  of  each  month,  at  3  Buchgasse.  At  Nuremburg,  on  the  fint 
Sunday  in  each  month,  Carl  Lutz,  ed.,  of  Mohren  St.,  issues  the  DaUsche  Rad/akrer  (begun 
in '85  ;  8  to  12  pp.,  $1.50),  "official  organ  of  the  '  AUgemeinen  Radfahrer-Union,*  *'  which 
seems  to  be  a  self-styled  "  universal "  rival  of  the  more  important  "  Dsutscher  Radfahrer-Bund  *' 
described  on  pp.  651,  697.  Vienna  has  two  new  fortnightlies  :  Rad/ahrtr-Zeituug  {^%^\  D. 
Habemal,  ed. ;  3  Fiirichgasse ;  12  pp. ;  ;^i)and  Radfahr-Sport  ('86;  A.  Von  Szabo,  )r.,ed.  : 
5  Lowengasse  ;  16  pp. ;  #2).  The  Cyclist  of  Feb.  22  mentioned  the  starting  of  still  another 
German  paper, — a  "  universal  "  one, — AUgemeiner  Anteiger  f&r  Rad/ahrer.  The  Veloci- 
pedistf  Munich,  and  Velocipedsport^  Berlin  (p.  697),  were  both  flourishing  at  close  of  '86.  The 
latter  is  pub.  by  A.  Paritschke  (97Zinimerst. ;  $1.50),  and  he  also  issues  "  Illustrirter  Radfalv 
rer-Kalcnder  1887,"  at  25  c  I  take  the  foregoing  from  sth  ed.  of  "  Radfahrers  Jahrbuch  " 
(Berlin  :  T.  H.  S.  Walker,  87  Zimmer  st. ;  Dec,  '86;  230  pp.  and  40  adv.  pp.  ;  25  c,  see  p. 
697),  at  whose  office  are  pub.  the  three  following  :  (i)  "  Tourenbuch,"  for  Germany,  Holland, 
and  parts  of  Switzerland,  Austria,  France  and  Denmark,  by  J.  M.  Dumstrey,  Tourmaster  of 
German  Wheelmen's  Union ;  (2)  Nachlese  aus  dcm  Radfahrerlebcn  "  (Gleanings  from  a 
Wheelman's  Life),  by  J.  M.  Dumstrey,  illust.  by  Max  Rendschmidt,  Oct.,  86,  $1.37;  (3)  "  Das 
Kunst-  nnd  Saalfahren  beim  Radfahr-sport,"  by  R.  Hofer,  of  Leipzig,  25  c.  Four  others  are 
also  catalogued  :  **  Das  Dreirad  (The  Tricycle)  und  seine  Bedeutung  als  Verkehrsmittel  fiir 
Jedermanrf,"  by  Otto  Ekarius,  M.  D.  (Hamburg:  G.  C.  Temps,  59  Neuerwall ;  37  c); 
"Liederbuch  fiir  Radfahrer,"  by  the  Ellwangcn  B.  C.  (songs,  3d  ed. ,  30  c.) ;  **  Touren- und 
Fahrtenbnch,"  for  Alsace- Loraine  and  Baden  (Strasburg  :  F.  Breunfleck  &  C.  Wester ;  55  c.) ; 
"  Wegweiser  fUr  Radfahrer,"  along  the  Rhine  (M.-Gladbach  :  O.  Weber,  13  Wilhelm  st.  ;  75  c). 

At  the  close  of  '85,  the  largest  year's  mileage  recorded  in  America  was  J.  D.  Macaulay's 
(Louisville  ;  6573  ni. ;  see  p.  527),  who  rode  every  day  of  that  year ;  while  the  largest  mileage 
in  the  world  was  E.  Tegetmeier's  (London ;  10,053  m.  in  230  days  of '83  ;  see  pp.  531,  558). 
Hence,  when  the  Star  Advocate  ol  Mar.,  '87,  printed  a  letter  from  A.  B.  Norton  (b.  Apr.  2, 
*66),  manager  of  the  telephone  office  at  Westfield,  Ms.,  describing  how  that — between  Mar.  5 
and  Dec  30,  '86 — io,7o6|  m.  had  been  recorded  by  his  I.akin  cyclom.,  attached  to  a  48  in.  1.  r. 
Star,  the  case  seemed  to  me  worth  investigating.  In  a  talk  with  him,  at  the  opening  of  May,  I 
convinced  myself  that  his  cyclom.  had  really  registered  the  said  mileage,  and  that  he  believed 
in  its  accuracy,  as  proved  by  occasional  comparison  with  known  distances.  Unfortunately,  as 
he  kept  no  sort  of  log,  except  a  mere  mem.  of  the  date  when  each  1000  m.  ended,  his  figures 
cannot  be  accepted  as  authentic  by  those  who  distrust  that  special  matke  of  cyclom. ,  or  who  re* 

ADDENDA  :    MILEAGE  OF  '86.  cvii 

ftne  to  allow  any  mOeage  record  which  is  not  written  down  daily,  no  matter  by  what  means 
measured.  All  the  circumstances,  however,  favor  the  theory  of  his  having  actually  covered  the 
distance.  Though  nominally  employed  by  his  father  as  book-keeper  and  collector,  he  had  a 
pvat  deal  of  lime  at  command ;  and  he  was  enthusiastic  to  demonstrate  the  superiority  of  his 
new  Sur  (having  ridden  a  51  in.  in  '85,  and  an  ordinary  in  '84),  by  doing  better  than  the  West- 
field  bank  derk  who  rode  5000  ro.  on  an  ordinary  during  6  mos.  of  '85  (p.  527).  The  successive 
thousands  of  miles  were  finished  at  the  following  dates,  the  enclosed  numerals  signifying  elapsed 
days,  though  no  riding  was  done  on  some  of  them  :  ist,  43,  Apr.  14  ;  2d,  21,  May  5  ;  3d,  24, 
May  29;  4th,  22,  June  ao;  sth,  22,  July  12  ;  6th,  43,  Aug.  28  ;  7th,  20,  Sept.  13  ;  Sih,  25,  Oct. 
8;  9th,  16,  Oct.  24  ;  loth,  17,  Nov.  10;  then,  in  50  days  to  Dec.  30,  706}  m.  From  July  12  to 
27  he  did  no  riding,  on  account  of  break  in  machine,  and  on  certain  rainy  days  he  rode  perhaps 
300  or  400  m.  under  cover.  His  best  straightaway  spin  was  from  Hartford  to  Springfield,  27  m. 
in  a  h.  10  min.  (beating  record  by  \  h.),  and  his  longest  day  was  125  m.,  Oct.  32,  in  9  h.  of  rid- 
iag,^4  to  7  A.  M.,  9  to  12  and  3  to  5  p.  m.  His  rides  were  by  no  means  confined  to  the  concrete 
walks  of  W.  but  extended  to  S.,  Holyoke  and  Northampton  and  were  generally  taken  alone. 

The  prize  of  a  $25  gold-plated  cyclom.,  which  had  been  an  inspiring  cause  of  his  activity, 
was  awarded  by  Lakin  &  Co.,  to  a  15-year  old  school-boy,  G.  J.  Loomis,  riding  a  52  in.  Victor  (p. 
$17),  who  made  the  preposterous  "  claim  '*  of  13,498  m.,  without  offering  a  particle  of  evidence 

10  support  it, — not  even  giving  the  dates  when  the  alleged  thousands  were  finished.  He  kept 
the  face  of  his  cydom.  carefully  hidden,— but  Mr.  N.  managed  to  take  two  readings  of  it,  Oct. 

11  (evening)  and  19,  and  the  "  record  "  for  these  5  days  was  996  m.I  Yet  the  Overman  Wheel 
Co.  have  advertised  this  wretched  fraud  as  a  great  triumph  for  their  mechanism  ;  while  another 
Westfield  school  boy  of  same  age,  named  Emerson  Burt,  who  similarly  "  claimed  "  10,002  m., 
on  a  42  in.  American  Ideal,  was  rewarded  by  the  Gormully  &  Jcffcry  Co.  with  a  new  46  in.  bi. 
As  I  have  reproved  the  Pope  Mfg.  Co.  forgiving  countenance  to  an  unverified  "  estimate  of 
11,000  m.  in  14  mos."  (p.  526),  so  here  I  protest  again  against  these  other  firms  taking  such  action 
as  helps  bring  all  honest  cyclometers  and  record-keeping  into  disrepute.  The  "  claims  *'  of  these 
two  children  are  utterly  farcical ;  but  the  Overman  Co.  might  well  have  proclaimed  the  undoubt- 

-  fdly  authentic  *86  record  of  80S7  m.  by  A.  B.  Barkman  (p.  530),  who  thus  won  the  Brooklyn  B. 
('.  medal,  for  he  rode  all  but  the  first  433  m.  on  a  Victor.  Second  only  to  this,  stands  the  "  Star  " 
record  of  7451  m..  Mar.  27  to  Dec.  26,  '86,  by  W.  W.  Sheen  (b.  June  17,  *W>),  of  Quincy,  who 
tabulated  each  day's  mileage  in  Wh.  Gaz. ,  for  Mar.  Space  forbids  my  printing  details  of  either 
case.  I  also  regretfully  omit  an  account  of  one  of  the  roost  notable  tours  of  '86,  taken  by  a  tiio 
of  the  New  Orleans  B.  C— A.  M.  Hill  (b.  Sept.  13,  '47),  a  jeweler  at  116  Canal  st. ;  C.  M.  Fair- 
child  (b.  May  23,  '65),  and  H.  W.  Fairfax  (b.  Aug.  11,  '66).  They  left  N.  O.  on  Apr.  25  and 
reached  Boston  30  days  later,  after  having  ridden  their  bicycles  1237  m.,  walked  319  m.  and 
ta'ien  to  trains  for  237  m.    (See  Mr.  H.'s  four  articles  in  Bulietbi,  Oct.  29  to  Nov.  19.) 

The  following  table  is  from  a  little  pamphlet  issued  in  '8x  by  H.  S.  Livingston,  of  Cincin- 
nati, to  accompany  his  "  perfection  cyclometer,"  which  is  no  longer  in  the  market.  Short  dis« 
tances  may  readily  be  measured  by  bearing  these  figures  in  mind,  and  disregarding  the  fractions 
a*  unimportant.     It  may  be  well  to  remember  that  \  m.  is  440  yards,  and  \  m.  is  587  yards. 

of  Wheel. 




of  Wheel 











of  Wheel 

to  the  Mile. 

403- :^6 
336. « 4 


Distance  Madb  im 














^o.poo  Rev. 

Miles.       Yards. 




NIAY  KOURTH,  1887. 

After  four  years  op  prelude  and  gei'ting-ready,  Karl  Kron  thus 
TO  HIS  Three  Thousand  Co-partners  giveth  greeting  : 

I  like  the  Preface,  as  you  arc  aware 
It  serves  the  purpose  of  the  overture, 

Which  settles  down  the  audience  to  the  glare 
Of  foot-lights,  and  the  altered  temperature; 

And,  while  they  wait  to  see  the  curtain  rise, 
They  think  but  little  of  the  music's  swell ; 

So  that  the  play  give  naught  to  criticise, 
They  clap  their  hands  and  tell  us  *'  All  is  well." 

Again,  the  Preface  gives  a  man  a  chance 
To  show  his  readers  what  he's  going  to  do; 

To  so  point  out' his  failings  in  advance 
That  they  may  be  forgiven  on  review ; 

To  get  his  pen  used  to  the  ways  of  verse ; 
To  get  his  rhyming-lexicon  before  him  spread 

To  nerve  himself,  for  better  or  for  worse ; 
And  then,  at  last,  to  boldly  go  ahead. 

My  time  has  come  I    My  overture  *s  played  out 
Already  do  I  hear  the  tintinnabulating  bell. 

The  rising  curtain  and  expectant  shout 
The  nearness  of  my  fate  at  length  foretell. 

So,  Good-bye,  Preface,  Indexes,  and  all ! 
Farewell,  Old  Sub.-List,  with  your  frowns  and  smiles ! 

Here  now  *s  the  pinch  I  Hear  now  my  clarion-call : 
"  Come  /  thirty  thousand  purchasers  for  *  X.  M.  MiLBS '  I " 




''There  is  a  pleasure  in  the  pathless  woods,"  without  a  doubt.  But, 
wlien  the  solitary  wayfarer  journeys  through  those  woods  afoot,  he  must 
expect  to  derive  that  pleasure  wholly  from  the  natural  objects  around  him : 
he  cannot  count  on  gaining  any  from  communion  with  his  fellow-man.  His 
fellow-man  is,  in  fact,  much  inclined  to  fight  shy  of  such  solitary  wayfarer 
whenever  he  ceases  to  view  him  with  absolute  indifference,  for  nothing 
picturesque  or  attractive  attaches  to  the  casual  pedestrian  plodding  slowly 
along  his  chosen  path,  and  even  tjie  very  name  of  "  tramp  "  has  come  to  carry 
with  it  the  notion  of  something  disreputable  or  dangerous.  In  the  view  of 
the  average  American  householder,  a  stranger  tramping  along  the  public 
highway  must  be  either  a  poor  man  in  search  of  employment,  or  a  book-agent 
or  a  patent-rights  hawker  or  some  oth^r  variety  of  the  peripatetic  peddler,  or 
else  he  must  be  a  professional  vagrant  and  thief.  In  any  case,  he  is  a  person 
whom  it  is  advisable  to  keep  at  arm's  length  and  to  favor  with  civilities  of 
only  the  briefest  and  most  formal  description.  He  is  an  essentially  common- 
place and  uninteresting  object,  whose  room  is  much  better  than  his  company. 
Acquaintance  with  such  a  one  can  presumably  yield  the  householder  neither 
pleasure  nor  profit,  and  is  more  likely  to  result  in  discomfort  and  loss. 
Good-day  to  him,  therefore,  and  good  riddance. 

When  the  solitary  wayfarer  glides  through  the  country  on  top  of  a 
bicycle,  however,  his  relations  to  his  human  environment  are  absolutely 
.altered.  The  Frenchmen  of  old,  to  whom  must  be  accorded  the  ultimate 
credit  for  rendering  possible  this  modern  mechanical  marvel,  might  well 
exclaim,  ^Nmts  avons  changi  totU  cela,**  Mounted  on  a  four-foot  wheel,  which 
sends  him  spinning  swiftly  and  noiselessly  o'er  hill  and  dale,  the  whilom 
tramp  is  transformed  into  a  personage  of  consequence  and  attractiveness. 
He  becomes  at  once  a  notable  feature  in  the  landscape,  drawing  to  himself 
the  gaze — and  it  is  usually  the  admiring  gaze— of  all  whose  eyes  are  there  to 
see.  His  fellow-humans  ignore  or  avoid  him  no  longer.  Gentle  or  simple, 
they  all  recognize  in  him  the  representative  of  something  novel  and  remark- 

IFrom   Lippincotfs  MagaxhUt  June,  1882,  pp.  576-587.      Reprinted  Id    The  IVheeimant 
December,  1881,  pp.  170-179. 


able.  He  is  the  center  of  universal  curiosity  and  comment.  His  presence 
illustrates  a  fresh  triumph  of  mind  over  matter.  All  creatures  who  ever 
walked  have  wished  that  they  might  fly;  and  here  is  a  flesh-and-blood  man 
who  can  really  hitch  wings  to  hb  feet.  That  is  the  one  touch  of  nature  which 
makes  the  whole  crowd  kin. 

The  deprecatory  remarks  often  addressed  to  that  large  body  of  Ameri- 
cans who  make  the  tour  of  Europe  without  any  preliminary  travels  of  import- 
ance through  their  own  country  may  seem  rather  plausible  at  first  blush,  but 
whoever  looks  below  the  surface  of  things  will  quickly  discover  the  injustice 
of  such  reproaches.  The  tourist  who  goes  abroad  gets  a  great  deal  more  for 
his  money  than  he  could  possibly  get  by  traveling  an  equal  distance  at  home. 
This  magnificent  country  contains  without  doubt  many  notable  natural 
objects  which  are  well  worthy  of  the  inspection  of  its  natives  as  well  as  of 
foreigners ;  and  the  foreigner  has  as  an  additional  motive  for  traveling  here 
the  outward  life  of  the  people,  which  he  can  compare  instructively  with  the 
similar  manifestations  made  in  the  mass  by  the  life  of  other  nations.  But  the 
cities  of  the  United  States,  however  widely  separated  geographically,  are  all 
practically  alike,  and  so  are  the  towns  and  the  villages,  and  so  are  the  out- 
ward characteristics  of  their  inhabitants.  The  *'  local  color "  which  senti- 
mental writers  are  so  prone  to  attribute  to  the  people  .and  institutions  of 
particular  sections  of  our  vast  domain  does  not  possess  the  vividness  which 
would  make  it  really  distinctive.  New  Orleans,  which  is  the  most  un- 
American  of  our  cities,  does  not  impress  me  as  essentially  unlike  New  York, 
and  the  most  radical  difference  between  Boston  and  San  Francisco  is  a  differ- 
ence of  longitude  only.  To  speed  along  the  frozen  lake-side  at  Chicago 
behind  the  jingling  sleigh-bells  of  a  bustling  business-man's  **■  fast  trotters," 
and  three  days  later  to  lazily  pluck  the  yellow  fruit  from  an  overladen  orange- 
tree  in  a  sleepy  garden  of  Mobile,  is  merely  to  indulge  in  an  impressive 
change  of  physical  surroundings :  it  is  not  to  learn  an  instructive  lesson  of  life, 
such  as  is  gained  by  going  from  St.  Petersburg  to  Rome,  from  London  to 

The  distinctive  characteristics  of  the  various  European  nationalities  4u« 
sufficiently  obtrusive  to  arrest  the  attention  of  the  most  heedless  observer, 
while  the  local  peculiarities  of  people  residing  in  widely-separated  sections  of 
this  country  are  for  the  most  part  too  faint  and  subtile  for  off-hand  detection. 
In  other  words,  all  Americans  are  so  much  alike  in  the  main  essentials  of 
character  that  the  minor  respects  in  which  certain  divisions  of  them  differ 
seem  hardly  important  enough  to  be  worth  paying  much  attention  to.  The 
process  of  jostling  about  among  people  who  were  bom  under  different  skies, 
and  brought  up  to  accept  a  philosophy  of  life  greatly  at  variance  with  our 
own,  educates  us  in  tolerance  and  increases  our  broadness  of  view ;  but  a  man 
may  travel  here  from  Maine  to  Mexico  without  of  necessity  receiving  a  single 
shock  to  his  preconceived  ideals  of  correct  conduct,  or  seeing  anything  to 
remind  him  that  there  are  other  people  who  do  not  accept  his  inherited  rules 


of  right  living  as  being  unquestionably  ''  the  best.'*  The  inhabitants  of  these 
United  States  are  a  remarkably  reticent  race',  greatly  given  to  minding  their 
own  business,  and  extremely  slow  about  revealing  their  real  thoughts  to  a 
stranger  until  they  discover  what  his  business  may  be.  The  ordinary  traveler 
may  pass  and  repass  among  them  till  doomsday  without  any  more  penetra- 
ting their  reserve  than  a  summer  shower  penetrates  the  plumage  of  a  duck. 
Yet  they  are  talkative  enough  if  once  their  sympathy  is  aroused  and  their 
confidence  gained  by  the  introduction  of  some  object  which  supplies  a  com- 
mon ground  for  interesting  conversation.  Such  an  object  in  a  supremely 
eminent  degree  is  the  modem  bicycle.  The  dauntless  sailor  of  fouk-  centuries 
ago,  who  persistently  pointed  his  prow  through  the  stormy  westward  waves, 
had  the  unique  satisfaction  of  discovering  the  great  American  continent ;  but 
it  has  been  reserved  for  the  philosophic  bicycler  of  to-day,  who  steadily 
guides  his  wheel  through  peaceful  and  pleasant  pathways,  to  indulge  in  the 
rare  delight  of  discovering  the  average  American  citizen. 

Undemonstrative  as  that  citizen  is  apt  to  be  toward  the  ordinary  stranger, 
the  spectacle  presented  by  a  smoothly-gliding  wheelman  somehow  warms  the 
cockles  of  his  heart,  and  likewise  loosens  his  tongue.  He  usually  manifests 
his  good  will  by  '*i>assing  the  time  o'  day"  in  one  form  or  another,  instead  of 
maintaining  his  customary  unsociable  silence ;  and,  not  unfrequently,  when 
driving  a  horse  that  readily  keeps  him  alongside,  he  is  tempted  into  an 
extended,  though  perforce  rather  fragmentary,  conversation.  It  is  not  until 
the  bicycler  dismounts,  however,  that  the  degree  to  which  his  wheel  has  put 
him  on  "  easy  speaking  acquaintance  "  with  a  great  variety  of  people  becomes 
folly  apparent.  Whether  in  city  or  in  country,  he  quickly  becomes  the  center 
of  an  interested  conclave,  all  intensely  eager  to  learn  about  his  movements 
and  inspect  at  close  quarters  the  new-fangled  mechanism,  and  all  at  the  same 
time  rather  shy  of  directly  asking  questions  which  may  be  resented  as  imper- 
tinent by  such  a  distinguished  traveler.  While  engaged  in  wiping  or  oiling 
or  adjusting  his  wheel,  he  is  cheerfully  conscious  that  the  first  brief  period  of 
silent  awe  on  the  part  of  the  bystanders  will  be  followed  by  the  offering  of 
various  leading  suggestions  and  speculations  from  one  to  the  other,  which 
they  design  him  to  overhear  and  reply  to;  and  that,  under  the  encouragement 
of  a  dvil  explanation  on  his  part,  the  usual  battery  of  questions  will  be  fired 
off  and  the  "conversation  become  general."  To  know  the  price  of  the 
machine  is  the  universal  wish;  yet  the  question  is  not  often  flatly  put  without 
a  preface  of  decorous  apology  for  asking  it.  One  common  way  of  beating 
around  the  bush  is  to  profess  having  "  made  a  bet "  on  the  subject  which  the 
owner  only  is  competent  to  settle,  and  will  he  therefore  kindly  consent  to 
tell  ?  "  We  know  it's  none  of  our  business,  boss,  but—"  "  We  don't  like  to 
trouble  you,  colonel,  but — ^"  "  I  hope  you  won't  think  me  impertinent,  sir, 
but — "  Such  are  the  common  introductions  to  requests  for  information  on 
this,  that,  or  the  other  point. 

It  may  seem  to  the  unreflecting  as  if  a  man  must  at  last  grow  inexpres- 


sibly  tired  of  replying  over  and  over  again  to  the  self-same  inquiries  pro- 
pounded by  different  sets  of  people.  I  should  be  afraid  to  guess  the  number 
of  hundred  times  I  have  "  answered  the  anxious  "  by  saying  that  the  price  of 
bicycles  varies  from  seventy-five  to  one  hundred  and  seventy-five  dollars  or 
more,  according  to  the  size,  make,  and  finish ;  that  the  tire  is  of  rubber,  and 
that  the  **  cut "  in  the  same  is  not  the  result  of  an  accident,  but  simply  the 
point  of  junction  where  the  two  ends  are  cemented  together;  that  the  spokes 
are  steel  wires  plated  with  nickel  and  not  with  silver,  which  tarnishes  more 
readily;  that  the  cyclometer  revolves  with  the  axle  and  registers  the  distance, 
the  big  pointer  moving  along  one  notch  on  the  hundred-mile  dial  every  time 
the  little  pointer  moves  entirely  around  the  mile-dial ;  that  I  ride  a  smaller 
wheel  than  most  men  having  my  length  of  leg,  and  that  long-legged  riders 
can  propel  a  very  much  larger  one;  that  the  saddle-bag  is  filled  with  oil-cans, 
wrenches,  and  rags  rather  than  with  cigars  and  whiskey-flasks ;  that  the  instru- 
ment "keeps  its  balance"  without  conscious  effort  of  the  person  who  b 
astride  it,  and  can  be  readily  mastered  by  any  one ;  that  the  act  of  learning  it 
is  merely  a  mental  process,  like  the  act  of  learning  to  swim* — ^**  whenever  a 
man  thinks  he  can  do  it,  he  can  do  it," — and  that  the  time  requisite  for 
getting  the  mind  up  to  the  point  of  conviction  may  vary  from  a  few  minuter 
to  several  weeks,  according  to  the  natural  aptitude  and  persistency  of  the  in- 
dividual concerned ;  that,  in  respect  to  the  English  record  of  "  best  times," 
Waller  has  ridden  fourteen  hundred  and  four  miles  in  six  successive  days  of 
eighteen  hours  each  (including  two  hundred  and  twenty  miles  without  a  dis- 
mount), Terront,  three  hundred  and  forty  miles  in  twenty-four  hours,  Apple- 
yard,  one  hundred  miles  on  the  road  from  Bath  to  London  in  seven  hours 
nineteen  minutes  (including  seventy  miles,  without  stop,  in  four  hours  fifty 
minutes),  Cortis,  twenty  miles  in  an  hour,  and  Edlin,  a  single  mile  in  two 
minutes  fort}'-six  and  one-half  seconds;  that  forty  thousand  bicycles  are 
owned  in  London  and  its  environs,  and  three  times  that  number  elsewhere 
in  England,  of  which  some  twenty-two  hundred  were  massed  together  in 
simultaneous  motion  at  the  last  annual  parade  at  Hampton  Court;  that 
upwards  of  five  thousand  are  certainly  known  to  be  owned  in  the  United 
States,  while  the  true  number  is  presumably  nearer  ten  thousand,  judging 
from  the  fact  that  more  than  eight  hundred  were  present  at  the  Boston 
parade* ;  that  I  myself,  while  touring  through  the  country,  cover  a  daily 
distance  of  from  twenty-five  to  fifty  miles,  according  to  the  state  of  the 
roads,  the  winds,  the  weather,  and  my  own  free  fancy,  though  I  once  rode 
seventy-five  miles  in  a  day  without  special  effort ;  that  the  legs  do  not  become 
stiff  and  weary,  as  in  walking,  because  they  do  not  have  to  lift  the  weight  of 
the  body ;  that  the  saddle  is  ftot  too  small  for  comfort ;  that  the  wire  spokes 
are  not  too  small  for  safety ;  that  the  rear  wheel  is  not  too  small  for  swiftness ; 
that  the  bell  and  lantern  employed  by  some  riders  seem  to  me   needless 

IThe  reader  must  remember  that  these  words  were  written  in  September,  1881,  since  which 
lime  there  have  been  great  changes  in  nearly  all  the  records. 


encumbrances  ;  that  I  can  ride  up-hill  when  the  road  is  good ;  that  sand  and 
mud  are  the  chief  obstacles  to  progress ;  that  I  do  not  frighten  horses. 

Many  hundreds  of  times  have  I,  "  by  special  request,"  rung  the  changes 
on  all  the  foregoing  statements  and  innumerable  others  of  similar  character, 
and  many  thousands  of  times  more  do  I  expect  to  expound  them  for  the 
enlightenment  of  fresh  relays  of  sympathetically  inquisitive  fellow-citizens 
whom  I  hope  in  future  years  to  meet  in  distant  States  and  cities.  The  unre- 
flecting are  at  fault  when  they  assume  that  this  sort  of  talk  must  necessarily 
grow  wearisome  from  mere  repetition.  On  the  contrary,  the  delight  in  one's 
hobby  is,  like  white-winged  hope,  a  sentiment  that  springs  eternal  in  the 
human  breast.  As  long  as  a  man  continues  to  find  supreme  enjoyment  in 
propelling  a  bicycle,  so  long  must  he  continue  to  take  pride  and  pleasure  in 
exi>atiating  concerning  it  to  the  new  groups  of  auditors  who  gather  expect- 
antly about  him.  Sincere  sympathy  from  any  source  is  always  sweet,  and 
one  of  the  dearest  delights  of  a  hobby-rider  is  \o  meet  with  people  who  man- 
ifest a  disposition  to  view  his  hobby  admiringly  and  to  exaggerate  its  relative 
importance,  with  something  of  his  own  enthusiasm.  It  is  not  permissible  to 
trot  out  a  hobby  before  one's  friends,  for  the  owner,  from  the  mere  fact  of 
having  the  hobby,  is  rendered  incapable  of  determining  the  point  at  which 
their  expressions  of  interest  in  the  blessed  beast  cease  to  take  active  inspira- 
tion from  the  same  and  begin  to  rest  on  the  mere  passive  basis  of  personal 
politeness  toward  himself.  In  other  words,  he  stands  in  constant  peril  of 
becoming  a  bore.  But  no  such  calamity  can  possibly  overhang  the  man  who 
discourses  concerning  his  hobby  to  a  self-summoned  audience  of  strangers, 
for,  as  they  are  not  under  the  slightest  conventional  obligation  to  listen  to 
him  or  to  encourage  him  in  talking,  such  partiality  as  they  may  exhibit  in 
those  directions  must  be  in  the  highest  degree  genuine.  Thus  there  is  firmly 
established  at  the  outset  one  of  the  surest  safeguards  for  a  free  conversa- 
tion that  shall  be  mutually  entertaining  to  those  who  participate. 

It  must  by  no  means  be  inferred,  however,  that  the  tourist,  who  prizes 
his  wheel  as  a  convenient  device  for  demonstrating  that  the  noblest  study  of 
mankind  is  man,  confines  the  examination  of  his  fellow-mortals  to  conversa- 
tions of  this  single  cast,  wherein  he  himself  is  always  sure  of  speaking  as  an 
expert  to  an  interested  interlocutor.  The  talk  about  bicycling  is  often  a  mere 
introduction,  an  exchange  of  credentials,  a  bridge  across  the  chasm  which 
separates  men  of  different  pursuits,  a  pleasant  prelude  productive  of  confi- 
dence whercfrom  follow  more  extensive  talks  on  a  great  variety  of  topics.  It 
is  hard  to  imagine  a  man  so  ignorant  or  inexperienced  or  stupid  as  not  to  be 
mteresting,  if  once  he  can  be  made  to  talk  about  his  specialty ;  and  I  glory  in 
the  bicycle  because  of  its  magnetic  power  in  drawing  to  the  surface  the  quaint 
characteristics  of  many  peculiar  people,  which  they  could  never  be  tempted  to 
reveal  to  the  casual  stranger  not  possessed  of  this  persuasive  instrument. 
The  instructive  personal  debates  and  enlivening  interchanges  of  sentiment 
which  take  place  in  country  bar-rooms  and  city  lager-beer  saloons  may  also 


be  freely  overheard  by  the  touring  bicycler,  absorbed  as  he  seems  to  be  in 
the  cleaning  and  polishing  of  his  machine.  Without  this  his  presence  would 
be  looked  upon  with  vague  suspicion  and  hostility,  and,  unless  he  should 
"  set  up  the  drinks  "  several  times  and  thus  *'  make  himself  one  of  the  boys,** 
a  lull  would  soon  fall  on  the  gathering,  and  an  uneasy  sensation  of  being 
watched  by  the  coldly-critical  eye  of  a  respectable  interloper  not  of  their  class 
would  render  the  conversationalists  unable  to  maintain  their  customary 
sprightliness  and  **  tone."  But  the  bummers  and  beer-guzzlers  do  not  resent 
as  intrusive  the  presence  of  the  stranger  who  runs  a  wheel.  They  accept 
him  as  one  of  themselves.  He  is  a  fellow-sportsman,  a  member  of  "the 
fancy,"  a  man  ''working  to  win  a  bet."  They  assume  the  necessity  of  his 
"finishing  the  race  on  time"  as  a  satisfactory  excuse  for  his  temporary 
abstention  from  strong  drink.  Hence  his  refusal  to  share  in  their  revels  and 
his  keeping  his  own  counsel  do  not  lower  him  in  their  respect  or  create  a 
coolness  against  him.  They  go  right  on  in  their  customary  lying  and  brag- 
ging to  one  another,  as  unreservedly  as  if  the  unsuspected  student  who  is  care- 
fully taking  to  heart  the  lesson  in  life  thus  presented  were  a  thousand  miles 

An  amusing  tribute  to  the  gracefulness  and  ease  of  bicycling  is  uncon- 
sciously paid  by  every  urchin  who  cries,  **  Let  her  out,  mister  1 "  or,  •*  Why 
don't  you  go  fast?"  to  a  rider  who  is  already  proceeding  as  rapidly  as  a 
horse  usually  trots.  The  cry  shows  that  noise  and  an  appearance  of  violent 
muscular  effort  are  so  associated  in  the  mind  of  the  spectator  with  the  notion 
of  swiftness  that  he  cannot  readily  grasp  it  in  their  absence :  he  cannot  easily 
believe  his  eyes  when  they  alone  tell  him  that  this  noiseless  apparition,  with 
the  slowly-  and  smoothly-moving  legs,  is  really  flying  fast  over  the  ground. 
There  is  something  comic,  too,  about  the  manifest  inability  of  all  classes  of 
people  to  accept  the  "  tour  a-wheelback  "  with  any  degree  of  seriousness, — to 
regard  it  in  the  same  light  as  they  regard  a  journey  made  with  the  help  of  a 
heavier  vehicle  which  has  to  be  propelled  by  steam-  or  horse-power.  If  a 
man  in  a  buggy,  stopping  in  front  of  a  village  tavern  to  water  his  horse,  should 
announce  that  he  was  riding  through  the  country  for  his  own  recreation,  no 
one  would  think  of  asking  him,  "How  far  can  you  drive  in  a  day?"  nor 
would  it  occur  to  any  one  that  he  was  spending  his  vacation  in  a  particularly 
unreasonable  manner ;  nor  yet  would  a  doubt  be  raised  as  to  the  probability 
of  his  returning  at  his  journey's  end  to  the  same  commonplace  and  unobtru- 
sive mode  of  earning  a  livelihood  to  which  he  had  presumably  been  accus- 
tomed. But  a  man  on  a  bicycle  is  assumed  by  everybody  to  be  testing  his 
speed,  to  be  spending  his  entire  ph3rsical  energy  on  the  problem  of  covering 
the  greatest  possible  number  of  miles  in  a  given  time.  He  is  also  assumed 
to  keep  up  this  character  continuously,  at  least  to  the  extent  of  having  no 
other  regular  occupation  or  pursuit.  No  one  for  a  moment  thinks  of  him  as 
an  ordinary  work-a-day  member  of  society,  who,  when  his  brief  outing  is 
ended,  resumes  the  common  garb  of  civilization  and  bears  a  hand  again  in 


the  common  battle  for  bread  and  butter.  The  bar-room  gentry,  as  already 
remarked,  accept  him  as  '^  a  sport/'  and  yield  to  him  as  his  rightful  due  the 
deference  they  would  humbly  extend  to  a  prize-fighter,  or  collar-and-elbow 
wrestler,  or  distinguished  gambler,  or  successful  horse-jockey,  or  the  winner 
of  a  long-distance  walking-match.  This  theory,  that  the  rider  must  be 
"  racing  on  a  bet,"  is  also  widely  prevalent  outside  the  bar-rooms.  Second 
only  to  it  in  popularity  is  the  notion  that  he  is  an  agent  for  the  sale  of  the 
machines,  or  at  least  that  the  manufacturers  thereof  pay  him  a  salary  for 
wheeling  himself  through  the  country  as  an  advertisement  for  them,  even  if 
he  is  not  an  out-and-out  **  drummer."  Others,  again,  evidently  look  upon  the 
biqrcier  as  a  creature  of  infinite  leisure,  a  favored  child  of  fortune,  who  has 
morosely  turned  his  back  on  "society,"  in  weariness  of  the  conventional 
pleasures  to  which  it  restricts  the  possessor  of  wealth;  and  who  has  now 
recklessly  thrown  himself  upon  the  wheel,  as  a  last  desperate  resource  for 
getting  rid  of  his  superfluous  time  and  money. 

When  I  respond  to  the  customary  interrogations  by  saying  that  I  don't 
know  "  how  far  I  could  ride  in  a  day,"  because  I  never  tried  to  "  make  a 
record  " ;  that  such  brief  bits  of  leisure  as  can  be  snatched  from  the  routine 
business  of  life  I  devote  to  bicycling  simply  "  for  the  fun  of  it,"  because  it  is 
the  cheapest,  healthiest,  and  swiftest  way  yet  devised  for  seeing  something  of 
the  country  and  its  people;  that,  though  I  should  be  sore  and  stiff  and 
weary  at  the  dose  of  a  day  spent  in  a  carriage  which  a  horse  had  dragged 
fifty  miles,  I  can  from  my  perch  of  pig-skin  propel  myself  a  similar  distance 
in  a  similar  time  without  any  similar  evil  results ;  when  I  utter  commonplace 
truths  of  this  sort,  I  always  do  it  with  an  amused  consciousness  that  my  scep- 
tical auditors  are  severally  assigning  to  me  in  their  crafty  minds  the  various 
ulterior  motives  before  mentioned  as  somehow  seeming  to  them  a  more  plau- 
sible explanation  of  my  conduct  than  the  motive  which  lies  plainly  on  the  sur- 
6u».  It  is  not  to  be  denied,  however,  that  the  spectacle  often  presented  by  a 
wheelman  coming  in  at  night,  reeking  with  perspiration,  his  tattered  garments 
discolored  by  dust,  does  seem  a  trifie  inconsistent  with  his  claim  that  he  has 
had  a  pleasant  and  easy  day  of  it;  and  if,  under  such  circumstances,  a  cynic, 
wielding  his  fan  on  the  veranda,  is  to  repeat  the  remark  of  Sir  G.  Comewall 
Lewis,  that  "life  would  be  a  very  endurable  thing  were  it  not  for  its  amuse- 
ments," I  certainly  shall  not  begrudge  him  his  mild  indulgence.  It  seems 
probable,  furthermore,  that  the  scepticism  as  to  the  fact  of  a  bicycle-tour  being 
undertaken  "  merely  for  fun  "  would  be  less  pronounced  where  a  large  party 
were  seen  participating  in  the  amusement;  for  the  astonishing  lack  of  re- 
source in  himself  possessed  by  the  average  man  is  revealed  by  his  inability 
even  to  comprehend  the  notion  of  another  man's  sticking  to  solitude  as  a  mab 
ter  of  preference  when  on  pleasure  bent.  The  loneliness  of  the  alleged  sport 
is  the  last  straw  which  fixes  his  belief  that  something  else  besides  sport  must 
be "  behind  "  bicycling.  "  Admitting  everything  you  claim  about  the  ease 
and  exhilaration  of  the  pastime,  what  conceivable  pleasure  can  be  found  in 


taking  long  tours  through  the  country  all  alone  ? "  Such  is  the  "  clincher  " 
into  which  his  scepticism  is  ultimately  condensed.  My  customary  reply  to  it 
is  in  this  oracular  form :  **  The  pleasure  of  '  riding  alone '  depends  very  much 
on  whether  or  not  a  man  takes  good  company  with  him."  It  is  often  funny 
to  watch  the  facial  expression  of  the  people  to  whom  this  explanation  is 
offered.  Some  smile  dubiously,  some  are  perplexed,  some  think  the  speaker 
is  *'  a  little  off  " ;  even  the  bar-keeper  has  been  observed  to  relax  his  heavy 
brows,  as  if  trying  to  grapple  with  a  thought. 

Some  of  the  things  already  said  by  me  concerning  the  prevalent  ignorance 
and  scepticism  and  misapprehension  about  the  bicycle  may  perhaps  have 
seemed  rather  improbable  to  the  reader,  because  inconsistent  with  the  knowl- 
edge of  the  subject  presumably  diffused  in  all  directions  by  the  eight  or  ten 
thousand  machines  now  in  use  and  by  the  abundant  advertisements  and  news- 
paper articles  concerning  them.  I  therefore  hasten  to  say  that  on  every  exten- 
sive ride  I  not  only  meet  with  many  people  who  have  never  seen  a  bicycle, 
but  I  also  meet  with  not  a  few  who  have  never  even  heard  of  the  existence 
of  such  an  instrument.  Observing  me  rolling  the  thing  along  on  foot,  they 
often  ask  if  I  am  **  measuring  the  roads  for  a  map  '* ;  and  when  I  assert 
in  reply  that  the  wheel  is  designed  to  be  ridden  upon,  they  no  more  believe 
that  I  am  speaking  seriously  than  they  would  if  I  declared  it  to  be  ^  balloon 
with  which  one  might  fly  through  the  clouds.  The  words  and  looks  with 
which  such  simple  folk  manifest  their  astonishment  when  the  miraculous 
mount  is  made  into  the  incredible  saddle,  and  the  impossible  vehicle  is  driven 
swiftly  along  before  their  very  eyes,  cannot  be  reproduced  by  any  ingenuity  of 
the  pen.  Neither  can  I  hope,  in  repeating  the  remark  of  an  honest  old  coun- 
tryman whose  carriage  I  passed,  after  giving  the  customary  warning  of 
'*  Please  mind  your  horse,  sir,"  to  convey  any  adequate  idea  of  the  overwhelm- 
ing surprise  indicated  by  the  tones  of  his  voice.  His  words  (let  dashes  indi- 
cate his  pauses  for  astonishment  in  uttering  them)  were  these :  "  What — ^in — 
the— ^evil— do— you — call — that  ?  "  Comparable  to  this  was  the  speech  of  a 
drowsy  lock-tender  on  the  Erie  Canal,  who  became  conscious  of  my  presence 
only  at  the  instant  of  my  dismounting  close  in  front  of  him :  "I'll  swear, 
stranger,  "  said  he,  after  recovering  somewhat  from  the  first  shock  of  bewil- 
derment, "if  you  didn't  half  make  me  frightened  I  What  with  your  white 
breeches, — and  white  shirt, — and  white  necktie, — and  white  hat, — and  white 
face,— I  almost  thought  the  devil  himself  had  jumped  down  on  me  I "  This 
was  said  with  entire  good  nature,  without  a  suspicion  that  any  part  of  it  could 
be  construed  as  offensive  or  uncomplimentary.  It  seemed  to  the  "  canaller," 
in  fact,  quite  an  achievement  in  the  way  of  facetiousness;  for,  as  I  stepped 
inside  the  lock-house  to  get  a  drink  of  ice-water,  I  heard  him  repeat  it  to  the 
men  who  had  gathered  around ;  and  when  I  came  out  to  mount,  he  addressed 
every  word  of  it  to  me  again,  while  he  affably  grinned  good-by.  Along  the 
Erie  Canal,  I  may  remind  the  reader,  the  normal  "  local  color  "  of  the  human 
countenance  is  assumed  to  be  lobster-red.    The  burning   sunshine  maybe 


accredited  with  this  result  in  the  case  of  the  women  on  the  boats,  but  the  fiery 
beverages  dispensed  at  the  lock-houses  possibly  have  something  to  do  with  it 
in  the  case  of  the  men.  Even  that  mild  decoction  known  as  "  bottled  sarsapa- 
rilla,"  or  "  root  beer,"  which  is  presumably  kept  on  hand  only  to  acconuno- 
date  the  children  of  the  fleet,  is  given  a  peppery  addition  by  the  bar-keepers 
of  the  canal. 

Of  the  numerous  novel  experiences  I  have  met  with  in  the  course  of  a  hun- 
dred miles  of  tow-path  touring,  the  earliest  was  the  most  exciting,  because  of 
its  suggestion  of  a  tragic  termination.  I  had  passed  many  of  the  boat-pulling 
teams  from  the  rear  without  a  suspicion  of  trouble,  but  the  very  first  pair  of 
mules  that  I  met  face  to  face  suddenly  whirled  about,  and,  tripping  up  their 
driver  with  the  tug-rope,  sent  him  rolling  over  and  over  down  through  the 
weeds  and  brambles  of  a  thirty-foot  embankment.  I  shouted  to  the  man  to 
inquire  if  he  was  hurt  or  if  he  needed  my  help,  but  he  answered  me  not  a 
word.  The  force  of  life-long  conviction  that  there  existed  only  one  responsible 
source  for  all  the  evils  in  the  world — namely,  his  mules — could  not  be  upset  by 
any  such  slight  tumble.  Getting  his  shaken  body  together,  therefore,  and  scram- 
bling up  the  bank,  he  utterly  ignored  my  existence  or  connection  with  the  case, 
but  poured  forth  a  torrent  of  the  most  profoundly  complicated  cursing  into 
the  capacious  ears  of  his  team,  simultaneously  belaboring  their  well-tanned 
sides  and  quarters.  The  captain's  wife,  however,  took  a  less  mystical  view 
oi  the  matter.  Recognizing  in  me  the  responsible  cause  of  the  mules*  mis- 
behavior, she  leveled  against  me  a  tirade  of  righteous  though  somewhat  inco- 
herent indignation  and  abuse.  The  point  of  it  was  that  I  was  liable  to  fine 
or  imprisonment  merely  for  having  a  vehicle  on  the  path,  as  I  must  well  know 
from  the  warning  sign-boards  of  the  bridges,  if  haply  I  had  ever  learned  to 
read ;  that  if  the  mules  had  seen  fit  to  commit  suicide  by  jumping  into  the 
canal  or  plunging  down  the  bank,  I  should  have  had  to  pay  the  price  thereof ; 
and  that,  in  general,  only  the  extreme  and  unusual  mildness  of  her  disposition 
caused  her  to  graciously  refrain  from  springing  ashore  and  dragging  me  ofE  to 
jail  forthwith.  Thereafter,  on  the  tow-path,  I  deferentially  dismounted  in  the 
face  of  all  approaching  mules,  though  their  drivers  often  persuasively  shouted, 
•*  Come  on,  cap*n  I  Don't  stop  for  these  damned  mules  1  They  can't  get 
away  with  me.  1*11  risk  *em.  I'll  stand  the  damage.**  The  remarks  and 
comments  of  the  people  on  the  boats  were  almost  always  good-natured,  gen- 
erally respectful,  and  rarely  uncivil  or  sarcastic,  even  when  designed  to  be 
jocular  and  to  exhibit  the  smartness  of  the  speaker.  One  form  or  another  of 
"  Wheredyecumfrum,  judge?**  and  " Howfuryergoin',  major?**  were  the 
invariable  inquiries,  which  "  Schenectady  *' and  "  Buffalo '*  satisfactorily  set- 
tled. I  here  call  to  mind  the  quaint  observation  of  a  certain  tall  humorist  at  the 
helm,  who  was  inspired  by  the  presence  of  no  other  auditor  than  myself  when 
he  shouted,  "  I  say,  general,  I  wish  I  had  one  of  them  big,  old-fashioned,  cop- 
per cents ;  I*d  make  you  a  present  of  it.**  Much  richer  than  this  was  the 
caution  deprecatingly  administered  to  me  (in  a  tone  of  friendly  confidence,  as 


of  one  superior  being  to  his  fellow  of  equal  rank)  by  a  mule^iver  whose 
aspect  was  as  uncouth  and  forbidding  as  that  of  the  ideal  tramp:  "Yoa 
mustn't  mind  what  these  canallers  say  to  you,  friend.  They  are  a  rough  set." 
A  little  mild  chaff  from  one  of  the  boats  was  the  inspiration  of  this  politely 
apologetic  utterance. 

What  shall  a  wheelman  do  to  be  saved,  however,  when  two  burly  rufEans 
demand  that  he  forthwith  make  an  authoritative  settlement  of  their  long-stand- 
ing philological  dispute  by  *'  saying  whether  the  true  name  of  the  machine  is 
*  bicle '  or  *  bihycle' "  ?  What  answer  shall  he  give  to  the  worldly-wise  man 
who  wishes  to  wager  ten  dollars  on  the  impossibility  of  such  a  top-heavy 
concern  being  safely  ridden  ten  miles  in  the  course  of  an  afternoon  ?  The 
cyclometer  is  always  called  "  th6  little  clock,"  or  **  the  watch,'*  by  the  chil- 
dren, while  grown  people  often  air  their  superior  knowledge  by  designate 
faig  it  as  **  a  sort  of  pedometer  "  (pronounced  "  pe^do-mcet-cr  **).  When  they 
add  that  "  at  least  it  works  on  the  same  principle  as  the  pedometer,  doesn't 
it  ?"  is  it  not  pardonable  for  a  tired  philosopher,  who  never  saw  the  '*  works  " 
of  either  contrivance,  to  reply,  "  I  suppose  so  "  ?  Were  I  an  adept  in  natinrad 
history,  I  might  be  tempted  to  prepare  a  monograph  concerning  the  traits  of 
certain  rare  varieties  of  the  Great  American  Hog  {Porcus  Amtricanus)^  whose 
delight  in  the  dangerous  pastime  of  driving  skittish  and  unmanageable  horses 
would  be  worth  no  more  than  a  passing  remark,  except  for  the  fact  that  the 
mere  act  of  purchasing  a  horse  creates  the  curious  hallucination  that  he  simul- 
taneously purchases  an  exclusive  right  to  the  public  highways.  The  traits 
of  this  Hog  can  be  satisfactorily  studied  only  by  a  bicycler,  for  save  in  his 
inspiring  presence  the  hallucination  lies  dormant.  When  the  Hog,  holding 
in  his  well-gloved  hoofs  the  trembling  reins  which  he  knows  not  how  to  prop- 
erly handle,  savagely  shakes  his  silken-hatted  head,  and  opens  his  eminently- 
respectable  mouth  to  abuse  me,  I  seldom  make  reply  of  any  sort.  It  seems  to 
me  that  in  his  case,  as  in  the  case  of  any  other  unfortunate  victim  of  insanity, 
silence  is  the  best  sedative  for  an  angry  outbreak.  But,  as  I  am  not  now  pre- 
paring a  scientific  treatise,  I  can  follow  the  interesting  subject  no  further. 

In  dismissing  the  *'  horse  question,"  however,  I  may  remark  that,  as  women 
drivers  are  apt  when  their  horse  gives  any  token  of  nervousness  to  **■  pull  him 
in,"  rather  than  apply  the  whip  to  make  him  pass  the  object  of  his  anxiety,  it 
is  a  wise  rule  for  a  bicycler  always  to  dismount  before  an  approaching  team 
which  is  not  guided  by  the  hands  of  a  man.  The  mildest-mannered  horse  in 
existence  may  be  persuaded  by  persistent  pullings-in  to  cramp  the  front  wheel 
backward  until  it  breaks,  or  upsets  the  carriage  into  the  ditch ;  and  I  have 
seen  two  or  three  feats  of  this  sort  slowly  and  sedately  performed  by  animals 
which  were  not  at  all  frightened,  and  which,  under  proper  guidance,  would  have 
jogged  past  the  bicycle  without  a  tremor.  I  ought  to  say,  though,  in  recom- 
mending the  universal  dismount  before  womankind,  that  some  representatives 
thereof  will  perhaps  be  found  "  uncertain,  coy,  and  hard  to  please,"  even  by  a 
man  who  loyally  obeys  the  rule ;  for  I  remember  stopping  on  one  occasion 

ON  THE  WHEEL,  ii 

for  a  raw-boned  and  decrepit  *'  plug,"  in  the  toils  of  an  angular  and  shrill- 
Toiced  woman,  who  exclaimed  excitedly  as  they  slowly  passed  me  (a  slight 
priddng  of  the  ears  being  the  only  sign  of  animation  on  the  part  of  the  horse), 
"  If  you'd  ha*  set  still  he  wouldn't  ha*  been  scairt.**  With  this  I  may  perhaps 
be  pardoned  for  coupling  another  instance  of  road-side  rudeness  manifested 
by  the  sex.  Overtaking  a  pair  of  well-dressed  and  comely-appearing  women 
on  a  country  sidewalk,  where  the  act  of  stepping  aside  involved  no  possible 
trouble,  I  proffered,  in  my  most  suave  and  winning  accents,  the  customary  re- 
quest, '*  Will  you  please  give  me  the  inside  track  for  a  moment  ?  '*  Imagine 
my  surprise,  therefore,  when  one  of  the  women,  who  had  been  for  some  time 
taking  glances  backward  to  measure  my  approach,  continued  bravely  on  in 
the  middle  of  the  pathway,  only  yielding  it  to  me  as  I  was  just  on  the  point 
of  being  forced  to  dismount,  and  then  remarking,  "  I  suppose  you  know  what 
the  law  is,  mister?** — ^'^  Yes,  indeed,  madam,*'  said  I :  "the  law  is  that  a  lady 
must  always  have  the  grace  to  grant  any  trivial  favor  which  a  man  asks  of 
her  dvilly."    Our  conversation  extended  no  further. 

**  Bicycle-touring  may  be  all  very  fine  in  Great  Britain,  or  on  the  conti- 
nent of  Europe,  where  the  roads  have  been  used  and  kept  in  repair  for  cen- 
turies, but  it  can  hardly  be  practicable  in  America,  where  the  highways  are 
generally  poor,  except  in  the  neighborhood  of  the  big  cities, — ^the  early  intro- 
duction of  railways  having  removed  the  chief  incentive  to  good  road-building 
on  this  side  the  Atlantic."  Such  is  a  fair  statement  of  the  a  priori  view  of 
the  case  ;  and  it  must  seem  a  perfectly  plausible  and  reasonable  view  to  those 
who  have  not  made  themselves  minutely  acquainted  with  the  facts.  The 
facts,  however,  as  brought  to  light  by  the  actual  explorations  of  bicyclers, 
show  that  the  view  in  question  is  entirely  erroneous.  The  truth  is  that  there 
are  many  sections  of  the  United  States  where  good  riding  may  be  had  almost 
continuously  for  a  hundred  miles  at  a  stretch,  and  where,  by  the  aid  of  train 
or  boat,  much  longer  tours  may  be  readily  laid  out.  In  offering  examples  of 
these  I  will  confine  m3rself  to  paths  over  which  I  have  personally  pushed  the 
wheel  in  the  course  of  the  last  two  years  (during  which  my  cyclometer  has 
registered  some  four  thousand  miles),  though  the  log-books  of  riders  in 
other  parts  of  the  country  might  doubtless  show  a  record  of  many  additional 
tours  equally  practicable  and  attractive.  The  "Connecticut  Valley  trip" 
may  well  begin  at  Meriden  and  extend  northward  through  Hartford,  Spring- 
field, Greenfield,  and  Braftleboro  to  Bellows  Falls,— say  one  hundred  and 
fifteen  miles.  Riding  thence  by  train  over  the  mountain  to  Rutland  (two 
hours),  the  bicycler  may  there  begin  a  charming  course  of  twenty-five  miles  to 
Whitehall,  near  Lake  George ;  and,  having  "  done  **  the  beautiful  lake  to  any 
degree  that  suits  him,  he  may  drive  his  wheel  from  Caldwell  to  Albany,  about 
sixty  miles,  and  thence  down  the  old  post-road  on  the  east  side  of  the  Hudson 
homeward  to  New  York.  Here  is  a  track  three  hundred  and  fifty  miles 
loi^,  extending  through  four  States,  embracing  a  great  variety  of  attractive 
scenery,  and  rich  bo^h  in  historic  associations  and  in  objects  of  *<contem- 


poraneous  human  interest."  A  fortnight  given  to  this  tour  would  cost  a  man 
but  forty  dollars,  and  he  might  reduce  the  cost  to  thirty  if  he  cared  to  econo- 

From  Niagara  I  have  ridden  to  Buffalo,  Erie,  and  Ashtabula, — one  hun- 
dred and  fifty-six  miles, — in  three  successive  days,  over  the  excellent  **  ridge- 
road,"  which  generally  keeps  in  sight  of  the  lake.  I  recommend,  however, 
that  the  tourist  who  tries  this  track  should  start  at  Girard,  in  the  northwest 
corner  of  Pennsylvania,  and  ride  eastward  to  Niagara,  whence,  I  am  told,  a 
good  road  runs  to  Rochester  and  Syracuse, — ^at  which  latter  point  my  own 
knowledge  of  the  Erie  tow-path  ends.  I  found  it  impossible  to  do  any  rapid 
riding  on  that  path,  for  I  was  three  days  in  covering  one  hundred  and  ten 
miles;  but  it  may  be  inferred  from  some  of  my  previous  remarks  that  the 
chance  there  afforded  for  holding  sweet  communion  with  the  "canallers" 
was  a  thing  which  had  not  a  little  attractive  force,  and  I  will  also  add  that 
the  scenery  of  the  lower  Mohawk  Valley  from  Schenectady  to  Utica  makes 
the  route  a  pleasant  one  to  explore.  On  the  Chesapeake  and  Ohio  Canals 
which  extends  along  the  border  of  Maryland  for  one  hundred  and  eighty-four 
miles,  from  Cumberland  to  Georgetown,  I  found  the  scenery  of  the  upper 
half  the  more  attractive,  while  the  riding  was  much  smoother  than  below. 
From  New  York  to  Boston  the  best  road  lies  along  the  towns  of  the  sea-shore 
as  far  as  New  Haven,  whence  it  goes  inland  through  Hartford,  Springfield^ 
and  Worcester.  Beyond  Boston  the  tour  may  be  continued  up  the  coast  as 
far  as  the  river  which  separates  Maine  from  New  Hampshire  at  Portsmouth* 
say  sixty-five  miles.  The  return  trip  from  Boston  may  be  made  through 
Taunton  or  Providence  to  Newport,  where  a  transfer  must  be  effected  to 
Greenport,  on  the  eastern  extremity  of  Long  Island.  The  road  usually  taken 
from  that  point  to  New  York  City  measures  just  about  a  hundred  miles,  and 
the  trip  to  Portsmouth  and  back  as  thus  outlined  implies  rather  more  than 
five  times  that  distance  to  be  gone  over  upon  the  wheel.  The  journey  can  be 
pleasantly  accomplished  in  three  weeks,  though  a  tourist  who  has  leisure  to 
inspect  the  various  wonders  on  the  way  may  well  devote  four  to  it.  Some  of 
the  smoothest  sections  of  the  whole  track  are  on  the  south  shore  of  Long 
Island ;  and  it  may  be  worth  recording  that  last  year,  on  the  first  Wednesday 
of  September,  between  six  in  the  morning  and  seven  at  night,  I  rode  through 
the  Island,  from  Sayville  to  Flushing,  a  distance  of  more  than  fifty  miles 
though  the  mercury  stood  for  much  of  the  time  at  ioo°  in  the  shade,  and 
most  of  my  riding  was  done  in  the  fierce  glare  of  the  sun.  Inasmuch  as  that 
day  all  along  the  Atlantic  slope  was  by  official  observation  not  only  "the 
hottest  on  record  for  the  season  of  1881,"  but  also  "  the  hottest  on  record  for 
the  past  seven  years,"  I  think  that  my  ride,  attended  as  it  was  by  no  exces- 
sive discomfort  and  followed  by  no  evil  effects,  speaks  well  for  the  physical 
healthfulness  of  bicycling. 

When  bad  wheeling  compels  the  tourist  to  resort  to  the  railroad  train,  he 
usually  has  little  difficulty  in  securing  safe  transit  for  his  wheel  in  the  bag- 

ON  THE  WHEEL.  13 

gage-car,  after  placating  the  lordly  commander  thereof  either  with  civil  expla- 
nations or  with  a  quarter-dollar  in  current  coin ;  but  it  is  greatly  to  be  desired 
that  the  transportation  companies  should  issue  definite  and  intelligently-con- 
sidered fegulations  concerning  this  peculiar  class  of  "baggage."  Neither 
does  the  tourist  often  have  much  trouble  in  "finding  his  way"  from  one 
point  to  another  of  his  chosen  route,  for  the  "  best  roads  ** — ^which  are  the 
ones  selected  for  touring — are  usually  the  old-established  thoroughfares, 
whose  identity  is  apt  to  be  well  preserved  at  the  forks  and  crosses,  and,  in 
cases  of  doubt,  a  house  generally  comes  within  hail  before  many  miles  are 
traversed.  It  is  not  difficult  to  so  plan  one's  movements  in  a  given  day  as  to 
be  sure  of  having  a  hotel  within  reach  about  noon  and  about  nightfall ;  but 
the  decision  as  to  where  one's  baggage  shall  be  sent  two  or  three  days  ahead 
is  not  quite  so  easy.  One  complete  change  of  clothing  in  addition  to  what  he 
wears  is  about  all  that  a  wheelman  can  comfortably  carry,  and  this  does  well 
enough  for  the  first  night,  but  by  the  second  or  at  latest  the  third  night  it 
becomes  very  desirable  for  him  to  reach  his  "  base  of  supplies."  To  deter- 
mine in  advance  the  proper  point  to  establish  this  at,  when  planning  a  tour 
on  an  unknown  road,  where  the  rate  of  progress  is  uncertain,  is  one  of  the 
most  puzzling  problems  for  the  tourist. 

The  food  and  lodging  which  one  gets  at  the  country  hotels  are  usually 
endurable,  and  are  supplied  to  the  bicycler  when  he  is  least  in  a  mood  to  be 
exacting  in  his  demands.  He  furthermore  has  the  assurance  of  being  invited 
to  sleep  in  "  the  best  room  "  that  the  house  contains,  and  of  being  "  fed  off 
from  the  top  shelf  **  of  its  pantry.  He  has  numberless  chances  for  observing 
novel  and  unaccustomed  jjhases  of  "American  cookery,**  "table-manners,** 
and  •*  waiting."  The  universal  negro  waiter,  as  is  w^ell  known,  likes  to  dis- 
pense his  dishes  and  arrange  the  table-ware  with  a  grand  flourish  and  clatter 
and  uproar ;  but  it  struck  me  as  funny  that  the  women  waiters  who  take  control 
of  the  wayfarer  at  most  of  the  hotels  in  the  Mohawk  Valley  should  agree  in 
cherishing  as  their  ideal  of  extreme  "style**  in  table-service  the  knack  of 
giving  rapid  utterance  to  the  names  of  several  dishes  on  the  bill-of-fare,  as  if 
they  all  composed  a  single  word.  None  of  these  girls  ever  shows  the  slight- 
est tact  in  observing  the  real  wants  of  a  person  at  the  table  or  in  supplying 
them.  Having  in  a  single  breath  snapped  out,  Roastbeefroastturkeyboiled 
muttonandfriedham,'*  her  interest  in  the  case  practically  ceases,  and  she 
thenceforth  goes  about  her  business  with  the  proud  consciousness  of  duty 
done ;  and  done  not  only  in  a  complete  but  in  an  impressive  and  stylish  man- 
ner, creditable  to  the  reputation  of  the  house.  Incidentally  she  may  occa- 
sionally condescend  to  bring  out  some  of  the  dishes  that  have  been  ordered 
in  response  to  her  polysyllabic  crj*. 

I  have  made  no  attempt  to  describe  or  discuss  the  relations  of  the  Small 
Boy  to  bicycling,  for  those  are  of  so  important  and  interesting  a  character 
that  nothing  less  than  a  separate  essay  could  pretend  to  do  them  justice. 
When,  however,  I  hear  a  philistine  say  sneeringly  of  the  sport  that  it  is  a 


"boyish  pastime  "  for  grown  men  to  engage  in,  I  feel  like  saying  to  him  that 
if  he  would  substitute  "boy-like"  for  the  other  adjective  he  might  speak 
more  truly,  and  might  thereby  give  the  highest  praise  that  can  be  given  to 
bicycling.  Certainly  may  it  be  said  that  no  genuine,  healthily-organized  boy 
is  now  drawing  the  breath  of  life  who  can  look  upon  the  glittering  spokes  of 
a  bicycle  without  an  ardent  longing  to  have  them  whirling  merrily  under  his 
toes;  and  certainly  do  I  believe  that  no  grown  man  who  takes  delight  in 
swiftly  cleaving  the  air  on  the  back  of  the  silent  steed  of  steel  can  fail  to 
carry  with  him  some  of  the  noble  freshness  and  bloom  of  boyhood, — **  the 
golden,  the  happy,  the  unforgotten ! "  It  was  Coleridge,  if  I  remember 
rightly,  who  insisted  that  the  simple  secret  of  genius  is  the  art  of  carrying 
into  mature  years  the  free  heart  and  fiery  enthusiasm  of  early  youth, — the  art 
of  keeping  boy-like  to  the  last  Such,  at  all  events,  seems  to  me  to  be  the 
secret  of  happiness,  and  such  is  the  theory  on  which  I  base  the  assumption 
that  the  votaries  of  a  pastime  pre-eminently  "boy-like"  are,  as  a  class,  a 
pre-eminently  happy  set  of  individuals.  Presumptively  a  good  bicycler  is 
always  and  everywhere  "  a  good  fellow."  Genuine  wheelmen  grow  readily 
acquainted  with  one  another,  off-hand  and  "boy-fashion,"  because  the  ele- 
ment of  heartiness  and  sincerity  in  the  sport  creates  the  same  feeling  of  fra- 
ternity and  kinship  which  exists  between  boys  up  to  the  period  when  estrange- 
ment is  caused  by  the  advent  of  worldly  wisdom. 

The  quick  formation  of  bicycle  clubs  wherever  groups  of  wheelmen  are 
found  to  exist  is  often  mentioned  as  a  proof  of  the  sociability  of  the  sport ; 
and  the  ready  opportunities  thus  afforded  for  making  pleasant  acquaintance 
with  men  in  all  sections  of  the  country  are  also  included  among  its  advan- 
tages. All  these  things  I  have  refrained  from  enlarging  upon,  both  because 
others  have  better  said  what  could  be  said  and  because  they  are  almost  self- 
evident, — "  they  go  without  saying."  I  have  preferred  rather  to  praise  the 
bicycle  in  its  character  as  a  solace  for  the  solitary ;  as  a  companion  for  those 
whom  the  voice  of  nature  or  of  fate  has  commanded  to  hold  themselves  apart 
from  the  hurly-burly;  as  a  device  for  enabling  the  philosophic  observer  to  be 
among  people  without  being  of  them,  to  examine  at  first  hand  all  phases  of 
life  and  society  without  revealing  the  mystery  of  his  own  personality.  The 
bicycler  is  a  sort  of  benevolent  Asmodeus.  In  him  is  realized  the  myth  con- 
cerning the  traveler  with  the  seven-league  boots  and  the  invisible  cloak.  He 
can  swiftly  betake  himself  to  remote  regions,  can  see  and  hear  all  things  while 
his  own  presence  is  undisclosed.  Were  old  Diogenes  searching  for  the  honest 
man  to-day,  he  would  surely  tour  on  a  bicycle ;  though  perhaps  the  object  of 
his  search,  being  presumably  a  bicycler  also,  would  prove  a  faster  rider. 



[Inspired  by  fifteen  years'  contemplation  of  "Beer,'*  as  prepared  by  the 
late  George  Arnold  for  The  New  York  Saturday  Pressj  of  August  12,  1865.] 

Genteel,  Oh  1  finer  far 

On  my  wheel  Than  fame  or  riches  are 

I  sit.  The  caracolings  of  this  airy  carl 
The  vulgar  mob  may  flit  Why 

Below;  Should  I 

They  go  Weep,  wail  or  sigh? 

Unheeded  by ;  What  if  age  has  dimmed  my  eye  ? 

And,  as  they  fly,  What  if  Pm  truly  said 

I,  Not  to  be  worth  a  red  ? 
Mounted  high.  Stuff  1 

Sit,  I've  enough : 

Turning  with  toe  or  heel  My  steed  of  steel— 

My  wheel  I  My  wheel! 

Go,  whining  youth, 

Forsooth  I 
Travel  by  rail ; 
Fish,  or  shoot  quail ; 

Weave  melancholy  rhymes 

On  the  old  times 
Whose  sports  to  memory  now  appeal; 
But  leave  to  me  my  wheel. 

Wealth  melts  like  snow ; 

Love  leads  to  woe ; 

If  I  tread  my  troubles  down. 
Without  a  frown, 

In  speeding  on  from  town  to  town. 
Then  do  I  wear  the  crown, 

With  wheel  or  whoa  I 

iFram  Puck,  August  11,  1880,  p.  404.    The  original,  "  Beer,"  may  be  found  on  p.  139  of 
" Geoige  Araold's  Poems "  (Boston  :  Fields,  Osgood  &  Co.,  1871). 



Those  five  words  would  form  my  answer  to  anyone  v/ho  might  repeat 
to  me  the  question  which  an  ingenuous  youth  recently  addressed  to  an 
editor :  "  Will  you  tell  me  briefly  what  is  the  best  costume  to  adopt  for  tour- 
ing on  a  bicycle  ? "  I  smiled  a  smile  when  I  read  the  enquiry,  because  of 
its  amusing  assumption  that,  in  a  matter  so  notoriously  dependent  upon 
individual  taste,  any  single  conceivable  costume  is  demonstrably  "  the  best." 
Nevertheless,  if  anyone  cares  to  call  upon  me  as  an  oracle,  I  trust  I  shaU 
always  be  found  ready  to  respond  with  a  properly  oracular  utterance.  I  at 
least  know  by  experience  what  is  "  the  best "  for  myself,  and  that  is  about  as 
much  as  anyone  can  fairly  pretend  to  know  when  he  grapples  with  the  tre- 
mendous subject  of  "clothes."  At  least  half  of  the  four  thousand  miles 
registered  by  my  cyclometer  presumably  represents  tours  and  excursions  ;  and 
the  object  of  my  present  writing  is  not  to  give  advice  to  any  other  tourist,  actual 
or  prospective,  but  rather  to  explain  why  I  individually,  when  on  a  tour,  find 
the  superlative  degree  of  comfort  assured  me  by  the  presence  of  white  flannel 
and  nickel  plate.  If  any  buyer  of  this  book  shall  feel  impelled  to  follow 
my  example,  well  and  good;  I  will  not  attempt  to  collect  any  royalty  from 
him  for  the  privilege.  But  if  anyone  shall  venture  to  misrepresent  me  as  ask- 
ing others  to  follow  my  example,  he  will  do  so  at  his  peril.  Should  such  a 
person  ever  venture  into  the  wildwoods  of  Washington  Square,  he  must  ex- 
pect me  to  collar  him  and  to  insist  on  forthwith  fighting  for  the  beer. 

The  advantage  of  wfearing  a  white  riding-shirt,  like  the  advantage  of  wear- 
ing a  white  dress-shirt  when  not  riding,  rather  than  a  colored  one,  is  largely 
a  moral  advantage :  for,  as  the  white  fabric  shows  the  dirt  sooner  than  any 
other,  its  wearer  is  forced  to  keep  himself  clean.  The  owner  of  a  so-called 
"  patent  never-get-dirty  "  shirt,  of  grey  or  brown,  may  sweat  through  an  entire 
season  without  once  consulting  the  laundry,  but  the  patron  of  white  flannel 
must  make  frequent  visits  there  if  he  wishes  to  retain  the  right  to  his  name. 
By  making  the  shirt  reversible,  it  is  possible  to  put  to  use  both  sides  of  the 
collar,  and  that  is  the  part  which  becomes  soonest  soiled ;  but  the  whole  gar- 
ment will  have  to  go  to  the  wash-tub  at  the  end  of  five  or  six  days,  and  oftener 
at  the  end  of  two  or  three.  As  each  washing  causes  a  shrinkage,  it  is  well 
to  begin  with  a  very  loose  collar.  When  this  grows  too  small,  it  can  be  cut 
down  to  the  second  button.     Finally  the  collar  can  be  cut  off  entirely  and  the 

iFrom  "  Whirling  Wheels :  the  Wheelman's  Annual  for  1882,"  pp.  111-119  (Salem,  Mass.  : 
J.  P.  Burbank,  1882,  tamo,  pp.  135,  price  $1.00). 



garment  used  as  an  undershirt.  As  for  one's  white  flannel  knee-breeches, 
by  the  time  their  waistband  gets  shrunk  beyond  the  buttoning  point,  the 
breeches  themselves  become  worn  out  and  may  wisely  be  torn  into  rags  for 
the  polishing  of  the  nickel  plate. 

Breeches,  shirt,  undershirt,  drawers,  socks  and  shoes,  in  addition  to  those 
worn  by  the  rider,  can  be  tied  up  tightly  together  in  a  roll,  with  comb,  hair- 
brush, tooth-brush,  sponge,  soap  and  vaseline ;  and  around  this  in  turn  can 
be  rolled  his  coat.    Stout  cords  have  seemed  to  me  more  satisfactory  than 
leather  straps  in  securing  this  roll  to  the  handle-bar,  or  in   slinging  it  over 
one's  shoulder  when  coasting  was  to  be  indulged  in.     Straps  always  let  the  roll 
sag  down  too  far  on  the  brake,  while  by  careful  tying  of  good  strings  it  can  be 
kept  well  on  top  of  the  handle-bar,  though  the  strings  have  to  be  tightened  oc- 
casionally to  check  the  sagging.    An  excellent  device  for  preventing  this  is  the 
Lamson  patent  "  bicycle  shawl-strap,"  of  which  I  made  satisfactory  trial  on 
my  latest  tour.    The  wires  of  this  contrivance  are  so  small  that  it  can  readily 
be  put  in  the  pocket  or  slung  over  the  shoulder  with  the  roll  to  which  it  ia 
attached,  whenever  one  desires  to  have  his  handle-bar  free.     In  dismounting 
at  noon  to  sit  at  a  hotel  table,  one's  coat  may  be  easily  assumed  without  dis- 
turbing the  inner  roll.    I  do  not  insist  that  this  coat  shall  be  made  of  white 
flannel,  since  it  is  not  to  be  worn  on  the  bicycle,  but  the  lighter  and  shorter  it 
is  the  better.     A  linen  duster  and  a  flannel  jacket  made  without  lining  have 
in  turn  served  me  well.     When  the  day's  ride  is  ended,  I  take  a  sponge  bath^ 
apply  vaseUne  to  any  bruised  or  sore  spots,  assume  new  clothes  throughout 
and  arrange  to  have  the  damp  clothes  I  have  been  riding  in  properly  dried 
during  the  night  for  use  in  the  next  day's  ride. 

My  wish  always  is  in  planning  a  tour  to  send  my  valise  ahead  of  me  where 
1  may  meet  it  at  the  end  of  the  second  or  third  day,  but  it  is  often  impractica- 
ble to  arrange  any  meeting  of  this  sort  when  one  starts  out  on  an  unexplored 
path,  and  in  my  last  tour,  which  was  an  all-quiet  one  along  the  Potomac,  I 
was  five  nights  as  well  as  five  days  away  from  my  base  of  supplies.  I  suf- 
fered no  special  inconvenience,  however,  though  my  outfit  was  the  simple 
one  before  described,  with  the  addition  of  a  razor  and  a  third  undershirt. 
I  have  never  experimented  with  "  M.  I.  P. "  or  other  bags,  which  are  designed 
to  encumber  the  backbone  or  handle-bar  or  axle  of  the  bicycle,  and  I  never 
intend  to.  There  seems  no  sense  in  handicapping  one's  wheel  with  the  weight 
of  a  bag  (letting  alone- its  ugly  appearance,  and  the  awkwardness  of  climbing 
over  it)  when  the  coat  or  shirt  which  necessarily  forms  a  part  of  the  baggage 
will  answer  all  the  purposes  of  a  bag.  The  necessities  of  touring  are-  con- 
fined absolutely  to  the  articles  which  I  have  named,  and  thos^an  surely  be  car- 
ried more  compactly  and  comfortably  in  a  roll  than  in  a  bag.  The  luxuries  of 
touring  are  innumerable,  and  nothing  less  than  a  valise,  sent  by  express  from 
place  to  place,  can  keep  the  bicycler  supplied  with  any  appreciable  amount  o£ 
them.  A  good  wheelman,  like  a  good  soldier,  should  be  proud  to  go  in  light 
inarching  order,  carrying  in  compact  form  the  things  that  he  really  needs,  and 


canying  nothing  else.  On  my  first  tour,  I  packed  my  traps  in  a  bag  which 
was  shaped  like  an  old-fashioned  cartridge-box,  which  opened  by  lifting  a  flap 
at  the  side,  and  which  had  straps  at  the  ends  for  slinging  over  one's  shoulder. 
The  trouble  is  that  a  strap  or  string  of  this  sort,  though  not  unpleasant  for  a 
few  hours*  ride,  finally  chafes  and  tires  one's  shoulders  if  carried  all  day  long. 
The  bag  or  bundle  also  gives  an  uncomfortable  heat  to  one's  back,  especially 
in  summer  time.  I  should  presume  this  latter  objection,  in  a  lesser  degree, 
might  hold  good  against  Mr.  Wright's  "  take-me-too  "  device,  which  consists 
of  a  waist-belt  to  which  a  roll  may  be  strapped  on  behind  vrithout  sagging. 
Though  I  have  not  tried  it,  I  have  no  doubt  this  is  a  good  thing  for  a  short 
ride ;  but  for  an  extended  tour  the  handle-bar  seems  to  me  the  best  place  on 
which  to  strap  one's  luggage. 

I  have  never  had  a  lantern,  and  it  appears  to  me  a  needless  encum- 
brance for  the  tourist.  The  "  handy  English  tool-bag  "  I  consider  a  great  im- 
provement upon  the  ordinary  "  pocket-book  "  style  of  saddle  bag,  being  noise- 
less and  more  secure  against  intrusion — though  I  have  had  an  oil-can  and 
a  wrench  stolen  from  it  at  different  times,  by  the  loungers  of  certain  lagei^ 
beer  saloons  where  I  left  my  wheel  over  night.  India-rubber  drinking  cups 
are  perhaps  worth  carrying,  though,  after  losing  three  from  my  pockets,  I 
have  lately  dispensed  with  them.  India-rubber  pocket  pouches  or  purses,  to 
prevent  the  wetting  of  paper  money  and  the  rusting  of  keys  and  knives,  I  have 
also  found  serviceable.  A  straw  hat  for  summer,  and  a  flat  velveteen  hat  for 
early  spring  and  late  autumn,  are  my  preferences  in  respect  to  head-covering. 
Here,  too,  I  may  add  as  a  special  summer  recommendation  for  a  white  riding 
costume,  its  non-attractive  quality  as  concerns  the  rays  of  the  sun.  I  cannot 
too  highly  praise  the  comfort  and  convenience  ensured  by  wearing  "ball- 
catcher's  gloves  "  which  protect  the  palm  and  leave  the  fingers  entirely  free. 
The  back  of  the  hand  is  also  uncovered,  the  glove  being  kept  in  place  by  a 
button  behind  the  wrist.  The  cost  varies  from  seventy-five  cents  to  twice 
that  amount,  according  to  the  quality  of  the  buckskin. 

Perhaps  it  is  the  result  of  my  country  "  bringing  up  "  that  I  always  wear 
boots  rather  than  shoes  for  out-door  walking.  Anyhow,  being  accustomed  to 
boots  alone,  it  seemed  to  me  the  proper  thing  to  continue  wearing  them  when 
I  first  got  astride  a  bicycle;  and  my  touring  experiences  have  only  confirmed 
my  partiality  for  that  sort  of  leg-covering.  In  one  of  my  earliest  rides  a  dog 
took  my  left  calf  between  his  jaws,  and  had  it  not  been  cased  in  leather  he 
would  have  taken  a  part  of  it  away  with  him.  He  didn't  hurt  me  much  in 
fact,  but  he  cured  me  of  all  inclination  to  expose  my  extremities  in  the  regu- 
lation stockings  %nd  low  shoes,  which  most  bicyclers  affect.  I  should  sup- 
pose that  the  dust  and  sand  and  mud  would  work  their  way  disagreeably  into 
such  shoes  on  long  tours  where  much  walking  had  to  be  done,  and  that  the 
freezing  cold  air  would  work  its  way  disagreeably  through  such  stockings  on 
wintry  days.  But  never  mind ;  boots  also  have  their  disadvantages.  On  a 
hot  day  the  legs  of  a  bicycler's  boots  are  apt  to  get  so  damp  from  perspiration. 



that,  if  he  takes  them  off,  he  can't  pull  them  on  again  until  they  have  been 
dried.  Hence,  it  is  a  rather  hazardous  venture  for  him  to  take  a  swim,  no 
matter  how  tempting  a  lake  or  river  may  be  by  the  roadside,  until  he  gets  to 
the  end  of  his  day's  riding.  The  lower  button  of  the  breeches-leg  put  through 
a  slit  in  the  top  of  the  boot  readily  keeps  it  in  place  and  prevents  all  dust 
from  entering.  Top-boots  that  reach  to  the  knee,  and  are  made  of  leather 
stiff  enough  to  prevent  any  sagging  at  the  ankle,  I  have  fo^nd  agreeable  for' 
winter  riding.  A  velveteen  jacket  and  corduroy  breeches  I  consider  a  suit- 
able rig  for  short  rides  in  the  cold  weather.  As  a  club  uniform  is  a  thing  which 
exists  only  for  purposes  of  display,  it  seems  to  me  that  the  jacket,  whatever  its 
color,  should  be  made  of  velveteen,  and  that  the  breeches,  whatever  the  ma- 
terial, should  be  white.  Any  club  that  disregards  either  of  these  two  points 
decreases  by  just  so  much  its  chance  of  showing  off  well  on  the  grand  parade. 
Were  I  a  club-man  I  should  force  all  my  fellow  members  to  turn  out  in  jack- 
ets of  crimson  velveteen,  or  else  I  should  kill  them,  every  one  1 

Velveteen  is  really  the  cheapest  because  it  is  the  most  durable  of  fabrics 
to  employ  for  such  a  purpose,  and  even  the  first  cost  of  a  riding-coat  made 
of  it  (say  fifteen  to  twenty  dollars)  is  not  so  very  much  in  excess  of  one  made 
of  any  other  good  cloth ;  though  the  latter  will  grow  shabby  in  a  season  or  two 
while  the  former  will  last  for  a  lifetime.  Cheap  as  it  is,  however,  its  showiness 
makes  it  seem  unsuitable  for  ordinary  masculine  attire  (professional  gamblers 
and  Italian  pea*nut  venders  being  the  only  two  classes  of  men  who  habitually 
wear  it),  and  hence,  like  other  rare  and  unusual  things,  it  impresses  the  average  - 
beholder  as  being  extremely  costly  as  well  as  ornate.  A  dozen  glossy  jackets 
of  velveteen  in  a  club  parade  will  seem  more  imposing  than  twice  that  num- 
ber made  of  commoner  cloth ;  just  as  the  dazzling  brightness  of  completely 
nickeled  bicycles  will  challenge  twice  as  much  admiration  as  the  glitterless 
whirring  of  those  which  are  "  as  common  looking  as  carriage  wheels."  Both 
the  shiny  coats  and  the  shiny  wheels,  because  they  are  so  distinctly  contrasted 
to  the  popular  conception  of  such  things,  appeal  strongly  to  the  popular 
imagination,  and  hence  help  to  give  dignity  to  the  pastime  of  bicycling.  A  long 
procession  of  men  "in  silk  attire,"  sitting  on  "wheels  of  silver,"  is  too  sig- 
nificant a  spectacle  "  to  be  sneezed  at " ;  even  the  wayfaring  man  must  be 
impressed  by  the  notion  that  it  represents  something  solid  and  permanent. 
As  regards  the  solitary  rider,  the  sheen  of  his  plush  jacket  in  cold  weather, 
like  the  whiteness  of  his  flannel  shirt  and  breeches  in  summer,  gives  an  "  object 
lesson  "  to  everyone  whom  he  meets,  for  it  plainly  proves  that  he  has  not  been 
tumbled  into  the  mud,  nor  rolled  in  the  dust,  nor  smeared  with  grease  and  oil. 
It  shows,  therefore,  that  the  bicycle  is  a  safe  vehicle  and  a  clean  one. 

The  advantage  which  nickel  plate  gives  the  tourist  is,  like  the  advantage 
of  wearing  a  white  shirt,  chiefly  a  moral  advantage,  though  in  a  somewhat 
different  sense.  It  is  a  voucher  for  his  respectability,  an  emblem  of  the  prob- 
able presence  in  his  pockets  of  money  enough  to  pay  for  all  he  wants.  The 
glittering  spokes  of  an  all-bright  bicycle  enlighten  the  stupidest  landlord  to 


the  fact  that  the  bedraggled  and  mud-bespattered  man  who  pushes  it  along 
is  not  a  casual  tramp,  but  a  person  of  substance  whom  it  will  be  politic  to 
treat  with  civility  and  deference.  Even  the  lordly  commander  of  the  baggage- 
car  loses  something  of  his  surliness  when  confronted  by  so  splendid  an  object, 
and  is  less  inclined  to  resent  its  presence  in  the  realm  of  trunks  as  an  intru- 
sion. A  machine  with  rusty  wires  and  painted  backbone,  though  it  may  be 
an  excellent  roadster  and  may  represent  a  hundred  dollars  or  more  of  hard 
cash,  doesn't  impress  itself  on  the  uninitiated  as  anything  better  than  '*  an  old 
five-dollar  plug,  which  any  beggar  might  own  ";  but  no  one  can  fail  to  compre- 
hend that  a  "wheel  of  silver  "  must  have  "money  behind  it,"  and  to  govern 
himself  accordingly.  Even  the  most  reckless  baggage-smasher  stands  in 
a  certain  awe  of  such  a  beautiful  instrument  and  hesitates  about  handling  it 
harshly,  though  he  may  have  no  compunctions  whatever  about  slamming  a 
painted  bicycle  from  one  end  of  the  car  to  the  other  with  all  his  wonted 

Nickel  has  the  further  advantage  of  requiring  a  man  to  spend  consider- 
able time  in  keeping  it  clean,-rtime  which  the  owner  of  a  painted  bicycle  in 
similar  circumstances  would  waste  rather  than  spend.  When  a  rider  dis- 
mounts in  a  dripping  perspiration  and  enters  a  cold  baggage-car  or  colder 
ferry-boat,  the  exercise  afforded  him  in  polishing  his  wheel  is  a  very  salutary 
thing  in  preventing  a  too  rapid  change  of  his  bodily  temperature.  It  is  while 
he  is  working  thus  also  that  the  members  of  the  admiring  crowd  surrounding 
him  pluck  up  courage  to  ask  the  usual  leading  questions,  behind  his  back, 
which  they  would  not  venture  to  do  to  his  face,  were  he  standing  by  entirely 
disengaged.  Again,  if  a  man  is  occupied  in  cleaning  up  his  wheel  in  a  coun- 
try bar-room,  the  loungers  around  the  stove  go  right  on  with  their  customary 
bragging  and  lying  to  one  another,  oblivious  of  his  presence,  though  if  he 
were  simply  an  idler  like  themselves,  they  would  object  to  him  as  an  intruder 
and  keep  as  mum  as  oysters.  Thus  it  is  that  the  nickel  plate  of  his  bicycle 
serves  the  philosophic  tourist  as  a  mirror  in  which  to  watch  the  varying 
phases  of  human  nature  around  him;  and  thus  it  is  that  its  moral  influence 
is  as  conducive  to  his  advantage  as  is  the  moral  influence  of  the  white  flannel 
in  which  he  encases  himself. 

Addendum,  March  20,  1885.— The  experiences  of  three  later  years  (  7,300  m.  )  hare  not 
changed  at  all  my  philosophy  of  touring,  as  formuJated  in  the  foregoing  essay,  whidi  repre- 
sented the  lessons  of  my  three  earliest  years  (  4,200  m.)  as  a  wheelman;  and  my  practices  have 
undergone  but  slight  modification.  The  chief  change  has  been  the  substitution  of  shoes  for 
boots,  to  avoid  the  designated  disadvantage  of  being  frequently  forced  to  dry  the  boot-legs,  after 
they  have  become  saturated  with  sweat.  In  the  spring  of  1883,  I  paid  $2  for  having  a  pair  of 
india-rubber  soles  added  to  my  riding-boots ;  but,  though  their  tomigated  surfaces  increased  the 
firmness  of  my  foothold  on  the  pedals,  the  device  seems  too  costly  a  one  to  be  worth  the  tourist's 
adoption.  The  wear  caused  by  incidental  walking  on  rough  roadways  proved  quickly  destructive 
of  such  soles ;  and,  after  I  had  suffered  some  annoyance  from  their  getting  loose  and  tattered  at 
the  edges,  I  tore  off  and  threw  away  the  last  of  them,  on  my  June  tour  in  Maine,  when  the 
record  was  less  than  700  miles.  A  pair  of  low-cut,  machine-sewed  shoes,  the  dieapest  obtain- 
able J  $1.50),  were  the  first  ones  with  which  I  took  an  all-day  ride  (a  circuit  of  60  m.,  August  16, 


1883);  and  the  experiment  proved  so  satisfactory  that  I  retained  them  pretty  continuously  in  my 
riding  until  November  7,  when  their  record  was  about  1,800 m.  Their  "record,"  indeed,  was 
about  all  there  was  left  to  the  shoes,  when  I  kicked  them  off,  at  Binghamton,  that  Tuesday 
noon,  in  the  middle  of  a  hard  day^s  joiuney  of  40  ra.,  and  assumed  a  second  pair,  of  heavier 
build,  with  a  guard  or  flap  coming  well  above  the  ankle  and  secured  by  a  strap  and  buckle. 
These  were  also  priced  at  ^1.50,  because  of  their  antiquated  and  unmarketable  style,  and  they 
served  me  satisfactorily  till  April  a6, 1884  (i,z8o  m.), — though  I  returned  to  boots  for  a  brief  sea- 
son, daring  my  142  m.  of  riding  in  Bermuda.  My  third  pair  of  shoes  were  nearly  identical  with 
the  second  pair  in  style  and  price,  and  they  had  neariy  reached  the  end  of  their  usefulness  when 
I  took  my  last  ride  m  them,  December  24  (i,a86m.)-  Perhaps  100  m.  should  be  deducted  from 
this  eight  months'  mileage,  as  representing  the  sum  of  the  short  rides  when  I  wore  ray  ordinary 
walking-shoes ;  for,  as  a  result  of  getting  accustomed  to  the  use  of  shoes  while  bicycling,  my  life- 
hxig  prejudice  in  favor  of  boots,  for  ordinary  out-door  walking,  has  been  considerably  weakened 
After  this  extensive  experimentation  (4,000  m.  or  more)  with  three  pairs  of  cheap,  machine-sewed 
shoes,  I  shall  be  disposed  to  have  my  fourth  pair  specially  made,  of  the  best  material,  at  a  price 
perhaps  double  that  of  the  three  combined, — for  the  sake  of  comparing  the  ultimate  economies  of 
the  case.  My  a  priori  objection  (p.  18 )  "  that  the  dust  and  sand  and  mud  would  work  their 
«ay  <^sagreeably  into  such  shoes,  on  long  tours  where  much  walking  had  to  be  done,"  has  been 
an  too  sadly  justified  by  experience ;  and  many  a  time,  during  the  past  three  years  of  touring, 
have  I  longed  for  the  presence  of  my  trusty  top-boots,  as  a  comfort  and  protection  in  calamitous 
cases  of  dust  and  sand  and  mud  and  water.  My  other  fear,  "  that  the  freezing  cold  air  would 
work  its  way  disagreeably  through  such  stockings  on  wintry  days,"  has  proved  to  be  quite 
groundless,  however, — though  I  have  found  that  india-rubber  overshoes,  added  to  either  shoes  or 
boots,  are  quite  efficacious  in  ensuring  warmth  to  the  feet  when  one  indulges  in  winter  wheeling. 
A  pair  of  black  cashmere  stockings,  for  which  I  paid  $1,  served  for  800  m.  before  showing 
any  holes  in  the  heels;  and  I  then  supplemented  them  with  a  pair  of  heavier  woolen  ones, 
ribbed,  of  the  "  Goetze  "  manufacture,  which  was  for  a  while  widely  advertised.  Their  ma- 
terial was  said  to  be  "  the  best  German  knitting  yam,"  and  as  the  desired  size  did  not  happen  to 
be  in  stocJc  when  I  called  at  the  shop,  they  were  run  through  the  knitting  machine  before  my 
very  eyes.  They  cost  $1.50,  and  I  assumed  them  at  the  outset  of  my  long  straightaway  tour 
from  Detroit ;  but  the  heels  wore  through  in  a  little  more  than  a  fortnight,  when  the  record  was 
800m.,  or  just  the  same  as  that  of  the  less  expensive  pair.  With  various  darnings  and  patchings 
the  two  pairs  combined  served  me  for  3,500  m.  and,  as  I  have  since  had  new  feet  knit  to  the 
**  Goetze  "  stockings,  whose  legs  showed  scarcely  any  signs  of  usage,  I  presume  they  will  serve 
me  for  another  1,000  m.,  at  least.  The  latest  500  m.  of  my  record  were  ridden  in  a  third  pair  of 
woolen  stockings  ($1.35 ),  having  black  legs  and  white  feet —the  latter  device  being  a  good  one 
to  prevent  the  wearer's  feet  from  being  discolored  by  the  dye.  Cotton  stocking^  cannot  be  made 
to  hold  their  colors,  no  matter  what  the  sellers  may  say;  and  a  pair  of  black  ones  which  I  was 
oooe  forced  to  buy  (  40c. ),  as  a  makeshift  for  bicycling,  quickly  gave  a  sable  hue  to  my  drawers 
as  weD  as  my  feet.  The  black  silk  stockings  which  I  bought  in  1883  ($3.75),  when  the  League 
gave  command  that  no  booted  rider  should  be  allowed  in  its  parade  at  Chicago,  still  stay  by  me,  in 
good  condition  after  considerable  usage  on  odd  occasions.  Their  lightness  recommends  them  for 
carriage  on  a  tour,  as  a  part  of  one's  evening  costume,  to  be  worn  while  the  soiled  stockings 
and  other  garments  of  the  day's  riding  are  being  washed  and  dried.  Though  the  elasticity  of 
Ittavy  woolen  stockings  will  hold  them  in  place  when  new,  garters  soon  get  to  be  a  necessity. 
But,  as  they  are  apt  to  slip,  or  prove  otherwise  unsatisfactory  when  applied  directly  to  the  leg, 
I  have  found  it  convenient  to  suspend  each  one  from  a  single  button,  sewn  on  the  inner  waist- 
band of  the  breeches  at  the  seam  opposite  the  hips. 

Experience  has  only  confirmed  my  first  liking  for  velveteen.  The  jacket  of  that  stuff,  which 
I  bought  in  '79,  and  which  is  likely  to  last  me  for  another  half-dozen  years  at  least,  served  well 
in  all  sorts  of  weather  during  my  forty  days'  straightaway  ride  of  '83  ;  and  it  also  proved  an  ex- 
celknt  garment  for  use  on  the  deck  during  the  sea  voyages  that  were  connected  with  my  Nova 
Scotia  and  Bermuda  explorations.    The  green  corduroy  breeches,  bought  at  Boston  in  June  o^ 


'8 1,  lasted  me  to  the  end  of  my  long  ride  of  '83,  though  more  than  once  torn  to  shreds  in  the 
progress  of  it ;  and  I  still  retain  them  as  a  most  interesting  curiosity  of  tailor's  patchwork, — 
both  professional  and  amateur.  I  had  some  thoughts,  indeed,  of  proclaiming  them  by  public 
advertisement  as  a  memorial  prize,  to  be  awarded  the  club  most  largely  represented  on  the  sub- 
scription-list of  this  book,  and  to  be  kept  on  permanent  exhibition  as  a  trophy  in  its  chief  assem- 
bly-room. My  earlier  custom,  of  carrying  a  pair  of  long  trousers,  of  thin  material,  in  the  roU  oa 
my  handle-bar,  was  adhered  to  by  me  very  generally  until  the  close  of  1883 ;  but  during  the  sea- 
son since  then  I  have  commonly  substituted  for  them  a  pair  of  green  velveteen  riding  breedies 
( $8. 50 ),  which  pack  quite  as  closely  and  prove  quite  as  satisfactory  for  evening  wear.  During 
that  season  also  I  usually  dispensed  entirely  with  the  tool-bag,  preferring  to  carry  wrench  and  oil- 
can in  pocket,  or  else  in  luggage-roll.  For  some  years  my  custom  has  been  to  inclose  the  latter 
in  a  piece  of  india-rubber  cloth,  two  feet  square ;  and  this  cover  is  also  available  as  a  protection  to 
the  carpet  of  one's  bed-room,  in  case  of  taking  a  sponge-bath,  at  the  end  of  the  day's  ride.  An 
india-rubber  drinking-tube — costing  half-a-cent  an  inch,  and  carried  more  easily  than  a  cup — I 
have  found  to  be  a  convenient  device  for  use  at  brooks  and  springs ;  though  the  over-cautious 
may  prefer  to  pay  half-a-doUar  for  "  Corson's  tourist's  delight,"  which  has  a  filter  attached  to 
the  tube.  Needles  and  thread  have  more  than  once  repaid  the  slight  trouble  required  for  storage 
in  my  pocket  book ;  and  I  intend  on  my  next  tour  to  carry  a  little  lump  of  upholsterer's  "  curied 
hair,"  which  is  said  to  make,  when  combined  with  soap,  an  excellent  brush  for  scouring  the 
grease  and  grime  from  one's  hands.  The  recommended  superiority  of  a  sponge  to  a  handker- 
chief, for  wiping  the  perspiration  from  one's  face  on  a  hot  day,  has  not  seemed  justified  by  my  ex- 
perience, however.  The  ease  with  which  the  rim  of  a  nickeled  wheel  may  be  polished  by  simply 
holding  a  rag  against  it  while  riding,  would  appear  too  self-evident  to  be  worth  mentionii^, — 
were  it  not  that  "  a  10,000-mile  man  "  assured  mc  that  it  appealed  to  him  as  a  new  and  happy 
idea,  when  he  saw  me  resorting  to  it,  in  Washington,  last  May.  Another  well-known  fact,  that 
white  flannel  shrinks  more  rapidly  than  colored,  may  perhaps  be  useful  information  to  some. 
The  sight  of  an  "  M.  I.  P.  bag,"  or  any  other  such  clumsy  contrivance,  on  a  tourist's  bicy- 
cle, always  conveys  to  my  ihind  the  idea  that  the  owner  is  a  novice  at  the  business ;  but  I  am 
bound  to  admit  that  some  men  of  wide  experience  on  the  road  do  retain  an  apparent  fondness 
for  these  same  bags.  I  suppose  it  must  be  because  they  lack  "  the  sense  of  order  and  proportion," 
which  is  the  natural  gift  of  men  who  can  put  a  roll  or  bundle  of  miscellaneous  articles  together 
with  compactness  and  symmetry.  The  non-possessor  of  this  orderly  instinct  perhaps  does  need 
a  bag,  into  which  he  can  shovel  his  equipments  at  hap-hazard ;  but  it  certainly  seems  to  me  a 
terrible  infliction  to  have  one's  machine  thus  handicapped  with  an  ungainly  excrescence  which 
takes  up  about  as  much  room  when  empty  as  when  full.  Far  better  than  this — for  those  whose 
love  of  coasting  causes  them  to  insist  upon  having  an  unencumbered  handle-bar — seems  '*  the  Z. 
&  S.  carrier "  ($a),  an  attachment  for  the  backbone,  alongside  of  which  it  can  be  folded  com- 
pactly, when  its  arms  are  not  needed  for  clutching  a  coat  or  bundle.  As  for  the  Wright  "  take- 
me-too  "  belt,  the  persistent  praises  which  were  given  to  it  in  my  hearing  by  an  old  army  man 
(whose  cycling  experiences  on  the  road  had  been  extensive,  and  whose  judgment  was  still  further 
recommended  to  me  by  his  hearty  approval  of  the  Lamson  carrier,  to  which  he  thought  the  belt 
a  satisfactory  supplement),  finally  overcame  my  prejudices,  and  I  bought  a  belt,  with  the  idea  of 
using  it  as  a  coat-carrier  on  my  x, 400-mile  tour.  A  preliminary  trial  of  five  miles,  however,  was 
enough  to  confirm  my  worst  fears,  as  to  the  back-heating  possibilities,  and  all-around  discomfort, 
belonging  to  any  roll  or  bundle  attached  to  the  base  of  one's  spinal  column.  I  hate  a  belt  on 
general  principles,  and  I've  never  made  a  second  experiment  with  this  most  ingeniously  villain- 
ous specimen.  No  one  can  now  object  to  having  roe  speak  my  mind  squarely  against  it,  for 
"  the  trade ''  long  since  discontinued  its  sale.  I  believe,  indeed,  that  the  veritable  belt  whidi  I 
bought  was  the  last  one  of  the  kind  ever  manufactured.  It  is,  without  doubt,  on  the  testimony 
of  several  unimpeachable  witnesses,  a  most  excellent  device — ^for  those  who  happen  to  fancy  it 
If  such  a  one,  haply,  shall  read  my  words,  let  him  know  that  I  will  gladly  sell  the  belt  at  a  great 
reduction  on  its  original  cost.  I  paid  a  dollar  for  it,  but  the  first  man  who  remits  to  me  99  one- 
cent  stamps  shall  receive  the  hated  specimen,  by  earliest  return  mail,  postage  prepaid. 



Abgumbnt.— "  Three  wise  men  of  Gotham  went  to  sea  on  their  wheels ;  and  if  those  wheels 
had  been  stronger,  this  by  had  been  longer."  Kron,  while  taking  a  solitary,  Christmas-eve 
ouise  on  his  stanch  yacht,  "  The  Bull  Dorg,"  in  search  of  the  Golden  Fleas,  amid  the  glittering 
wastes  of  the  Paleocrystic  Sea,  meets  with  the  goblin  trio  aforesaid,  at  the  exact  geographical 
point  revealed  to  him  in  a  vision  by  the  nautical  symbols,  "  G.  B.  V.  4.  5.  6. "  The  following  con- 
▼Asation  then  takes  place  : 

CycUrs  three  I     What  men  be  ye? 

Gotham's  brave  club-m^n  we  be. 
Whither  en  your  wheels  so  free  f 

To  rake  the  moon  out  of  the  sea. 
Our  wheels  go  trim.     The  moon  doth  shine. 
*Tis  but  a  wheel.     It  shall  be  thine. 
755^  moorCs  a  wheel  which  shall  be  mine  I 

Who  art  thoii,  so  hard  adrift  ? 

I  am  he  they  call  Kol  JCran, 
On  this  moon  we  will  thee  lift. 

No  !    I  may  not  mount  thereon. 
Wherefore  so  ?    ^Tis  Jove's  decree : 
**  On  a  wheel  plough  not  the  sea  I 
With  a  wheel  vex  not  the  sea  I " 

E^en  ashore  I  could  not  ride. 

For  the  moon*s  a  sixty-inch. 
Fifty  inches  I  may  stride. 

But  from  sixty,  sure,  I  flinch. 
Fudge  I    Get  on  I    T  will  play  no  tricks ! 
No  I    I  drive  a  forty-six, — 
I  was  born  in  '46. 

Strange  at  sea  to  meet  such  keels  ! 

How  with  wetter  can  they  cope  ? 
Tis  magician  floats  the  wheels, — 

The  Infallible,  the  Pope  I 
Your  wheels  go  trim.     The  moon  doth  shine. 
Now  let  "  The  Bull  Dorg*'  cleave  the  brine, 
fust  go  your  way,  and  I  *ll  go  mine. 
Washington  Squars,  Dec  24, 18S0. 

1  An  imitation  of  "  Drinking  Catch,"  by  Thomas  Love  Peacock.    Written  by  request  for  the 
special  midwinter  ntunber  of  T/u  Bicycling  Worlds  January  14,  188 1,  p.  153. 


Six  thousand  miles  would  make,  if  extended  in  a  straight  line,  quite  a  re- 
spectable section  of  the  earth's  circumference ;  and  the  career  of  the  bicycle 
which  I  have  driven  that  distance  during  the  past  three  years  and  a  half  has 
perhaps  been  quite  respectable  enough  to  deserve  a  formal  description.  The 
beginning  of  this  career  was  made  on  the  Belgian  block  pavement,  at  the  north- 
east comer  of  Washington  Square,  at  about  ten  minutes  past  three  o'clock  in 
the  afternoon  of  Thursday,  May  29, 1879.  It  was  a  surprisingly  short  beginning 
on  six  thousand  miles,  however,  for  the  wheel  came  to  a  standstill  as  soon  as  I 
had  got  into  the  saddle ;  and,  in  my  ignorance  of  the  "  standstill  feat,"  and 
of  the  proper  way  of  using  my  own  feet  for  a  quick  dismount,  I  forthwith 
reached  out  for  the  nearest  paving-stone  with  my  left  elbow,  and  secured  a 
dislocation  of  the  bones  thereof.  While  waiting  to  have  them  pulled  together 
again  by  a  surgeon,  whose  office  fortunately  happened  to  be  adjacent,  I  in- 
sisted, between  my  groans,  that  a  telegram  should  be  at  once  sent  to  the  Pope 
Manufacturing  Company,  inquiring  if  a  nickel-plated  cyclometer  could  be  sea- 
sonably prepared  for  me,  so  that  my  second  ride  might  be  more  accurately 
measured.  This  remark,  coming  subsequently  to  the  ears  of  the  Captain  of 
the  New  York  Bicycle  Club,  seemed  to  him  so  creditable  that  he  vowed  the 
anniversary  of  it  should  be  duly  celebrated  by  a  general  parade  of  American 
bicyclers.  Hence  the  memorable  mustering  of  the  clans  at  Newport,  on  the 
29th  of  May,  1880,  and  the  formation  of  the  League  of  American  Wheelmen, 
with  officers  to  summon  a  similar  gathering  on  each  return  of  that  day. 

I  am  driven  to  make  public  this  fragment  of  ancient  history — not  to  say 
secret  and  unsuspected  history — by  the  remark  of  -a  writei^in  the  November 
Wheelman^  who,  while  giving  due  credit  for  my  manifestations  of  interest  in, 
and  friendliness  towards,  the  League,  speaks  deprecatingly  of  my  failure  to 
become  a  member  thereof.  He  will  now  realize  that  I  could  not  with  pro- 
priety act  otherwise.  My  position  is  much  like  that  of  the  King  of  France 
who  said,  Pitat  c^est  moi.  In  a  certain  sense  "  the  League  is  myself  " ;  and  the 
mere  fact  that  I  elbowed  it  into  existence  leads  me  to  insist,  like  Uncle  Remus, 
that  "  I's  bleezd  to  have  elbow-room  "  outside  it.  I  am  such  a  very  modest 
man,  furthermore,  that  the  pomp  and  pageantry  of  three  annual  meets 
seem  already  to  have  commemorated  with  sufficient  impressiveness  the  date 
of  so  slight  a  display  of  fortitude.  Hence  my  printed  argument  of  last  winter 
in  favor  of  making  the  date  of  the  meet  a  changeable  one,  so  that  it  might  be 

iFrom  The  IVkeg/tnan,  February,  1883,  pp.  368-375. 



adapted  to  the  climate  of  the  locality  chosen.  I  urged,  for  example,  that 
Washington's  birthday,  1883,  would  be  a  good  time  for  the  fourth  annual 
meet,  in  case  the  city  of  Washington  should  be  chosen  as  the  place  of  it.  As 
for  the  29th  of  May,  it  is  enough  for  me,  being  a  modest  man,  that  Mother 
Nature  should  always  send  then  a  gentle  shower  of  rain, — should,  as  it  were, 
bedew  the  earth  with  her  tears, — ^in  kindly  remembrance  of  my  first  mis- 

I  am  not  unaware  that  a  few  envious  and  light-minded  persons  have  given 
acceptance  to  the  theory  that  the  President  of  the  Boston  Bicycle  Club  de- 
vised the  League,  in  order  to  honor  a  certain  lawyer  of  that  city,  who,  on  the 
29th  of  May,  1877,  made  the  "test  case  "  at  the  Boston  Custom  House,  which 
forced  the  Secretary  of  the  Treasury  to  classify  the  bicycle  as  "  a  carriage  " 
(duty  35  per  cent.),  rather  than  **  a  machine  "  (duty  45  per  cent.).  I  men- 
tion this  theory  only  that  I  may  expose  it  to  the  scorn  and  derision  of  all  true 
bicyclers.  It  is  merely  one  more  illustration  of  the  petty  jealousy  which  "  the 
hub  "  feels  for  "  the  metropolis," — one  more  attempt  to  honor  Harvard  at  the 
expense  of  Yale,— one  more  effort  to  exalt  a  *68  graduate  above  a  graduate 
,  of  '69.  The  natural  prejudice  which  the  first  President  of  the  League  would 
have  for  Harvard  and  *68,  by  virtue  of  being  himself  a  '70-man  at  Haverford 
College  (which  the  intelligent  compositor  usually  transforms  into  **  Har- 
vard "),  explains  his  nefarious  attempt  to  pervert  the  facts  of  history.  Modest 
man  that  I  am,  I  will  not  tamely  consent  to  be  robbed  of  the  greatness  which 
has  been  thrust  upon  me.  I  do  not  want  to  be  oppressed  with  the  burden  of 
carrying  any  more  of  it.  I  am  anxious  to  have  the  League  choose  some  other 
day  than  the  29th  of  May,  for  the  annual  blowing  of  its  bugle.  But  I  must 
insist  that  whatever  degree  of  celebrity  may  attach  to  that  particular  date,  in 
the  history  of  American  bicycling,  is  due  not  to  a  bit  of  I6gal  quibbling  in  the 
Boston  Custom  House,  but  to  the  extremely  practical  "test  case,"  made  by 
my  left  elbow  with  that  fateful  bit  of  Belgian  pavement  lying  at  the  northeast 
comer  of  Washington  Square. 

Two  months  and  more  before  making  this  test,  I  had  corresponded  with 
the  Pope  Manufacturing  Company,  recommending  them  to  open  a  rink  in 
New  York,  in  order  that  I  might,  without  leaving  the  city,  "  have  a  chance  to 
see  if  I  could  learn  how  to  ride."  But  even  the  prospective  honor  of  selling 
me  a  wheel  failed  to  induce  them  to  grant  my  modest  request,  and  so  I  was 
forced  to  make  a  pilgrimage  to  their  warehouse  in  Boston.  There,  on  the  last 
Friday  afternoon  of  March,  1879,  ^  niade  my  first  experimental  mount,  and  found 
that  ray  experiences  with  the  bone-shaker  of  '69,  though  forgotten  for  a  decade, 
stood  me  in  good  stead.  Command  of  the  new-fashioned  wheel  was  gained 
by  me  very  quickly,  and,  after  an  hour's  practice?  I  felt  quite  competent  to 
"take  to  the  road."  Of  course  I  bought  a  bic}'cle,  and  was  consumed  with 
impatience  when  the  specified  **  two  weeks  "  lengthened  into  two  months  be- 
fore its  arrival.  My  order,  that  it  be  sent  to  meet  me  on  the  smooth  pave- 
ment at  Harlem  Bridge,  was  mailed  just  too  late  to  prevent  its  shipment  from 


Hartford  to  the  stony  region  of  Washington  Square.  The  saddle,  moreover, 
for  convenience  in  packing,  had  been  screwed  up  close  to  the  head,  so  that, 
even  if  my  first  ride  had  been  attempted  on  a  smooth  road,  I  should  inevitably 
have  tumbled,  and  kept  tumbling  till  I  **  tumbled  to  "  the  idea  that  the  saddle 
must  be  set  further  back. 

Sue  weeks  from  the  day  of  my  sudden  demonstration  that  "  the  successor 
of  the  bone-shaker  "  might  become  a  bone-breaker,  I  trundled  it  out  for  a  sec- 
ond trial,  and  practiced  step-riding  for  an  hour  or  so  on  the  concrete  walks  of 
the  Square.  A  week  later,  on  my  third  trial,  I  ventured  to  slide  into  the  sad- 
dle again,  but  its  advanced  position  and  my  own  impaired  confidence  com- 
bined to  make  my  visits  there  very  short  ones.  The  next  day,  however,  I 
got  the  seat  properly  adjusted,  and,  after  a  few  helps  at  mounting  and  dis- 
mounting, found  I  could  once  more  trust  myself  to  "  go  it  alone,"  on  a  smooth 
wooden  floor.  My  first  road-ride  was  taken  the  following  evening,  Tuesday, 
July  22,  on  the  Boulevard,  where,  in  the  course  of  two  hours,  I  made  six 
mounts,  and  covered  four  miles  of  space,  with  only  one  slight  fall.  The  exer- 
cise was  terribly  tiresome  and  surprisingly  sweaty  while  it  lasted,  but  no 
weariness  or  stiffness  resulted  as  a  sequel  to  it.  Before  the  next  month 
closed  I  had  taken  eleven  other  rides  and  accomplished  125  miles,  thereby 
exploring  pretty  thoroughly  the  roads  of  the  New  York  region,  of  which  I  sent 
a  minute  description  to  the  American  Bicycling  Journal  for  October.  My 
longest  day's  record  was  twenty-one  miles,  made  on  August  5,  when  I  went  to 
Yonkers,  where  an  importunate  reporter  tried  to  discover  my  name  for  publi- 
cation in  the  local  paper,  and  where  an  equally  uncivil  dog  tried  to  thrust  his 
teeth  through  the  leather  of  my  boot-leg.  The  thermometer  stood  well  up 
among  the  nineties,  that  day,  and  the  hot  weather  which  prevailed  during  all 
my  rides  of  that  month  perhaps  explained  why  I  never  once  sighted  any 
wheelmen.     I  suppose  there  were  then  about  a  dozen  of  them  in  New  York. 

My  log  of  distances,  traversed  up  to  this  time,  had  been  laboriously  com- 
piled by  using  the  county  atlas,  inasmuch  as  my  agonizing  appeal  to  the 
Popes  for  a  cyclometer  that  should  be  nickel-plated,  had  been  quite  in  vain. 
On  the  first  day  of  September,  however,  when  I  began  to  do  some  riding  in 
Massachusetts,  I  reconciled  my  conscience  to  the  belief  that  one  of  their 
ordinary  cyclometers,  even  without  any  nickel-plating  to  ensure  its  accuracy, 
was  better  than  nothing,  and  so  I  attached  to  my  axle  the  little  round  brass 
box  which  has  registered  the  miles  for  me  ever  since.  My  first  "  over-night 
excursion  *'  began  September  9,  when  I  started  from  Springfield  with  the  idea 
of  propelling  myself  to  Boston,  100  miles,  and  there,  perhaps,  taking  part  in 
"A  Wheel  Around  the  Hub,"  for  which  an  invitation  had  reached  me,  though 
the  exact  time  of  starting  had  been  left  undecided.  Adopting  the  mistaken 
theory  of  a  railroad  man,  that  the  highway  supplied  softer  and  more  difficult 
riding  than  the  space  between  the  tracks,  I  clung  to  the  latter  all  day,  and 
only  accomplished  22  miles,  ending  at  West  Brimfield,  where  the  rain  put  an 
entire  stop  to  my  very  slow  progress.     On  the  morning  of  the  i  ith  I  took 


train  to  Worcester,  and  there  learned  that  the  Boston  riders  had  decided  on 
the  nth  and  12th  as  the  days  for  their  excursion.  I  was  thus  too  late  to  be 
with  them  at  the  start,  but,  by  resuming  my  train,  I  might  have  overtaken 

them — possibly  at  Readville,  probably  at  Canton,  or  certainly  at  Sharon, 

and  thus  participated  in  the  larger  part  of  the  journey.  I  afterwards  greatly 
regretted  that  I  failed  to  do  this,  especially  as  in  wheeling  eastward  from 
Worcester  I  went  astray  over  bad  and  hilly  roads  and  occupied  nine  hours  in 
covering  24  miles,  a  third  of  which  I  walked.  The  next  day  I  rode  in  from 
South  Framingham  to  Boston,  over  the  well-known  track;  and  while  circling 
about  there  in  the  early  evening,  in  the  region  of  Trinity  Square,  I  observed 
numerous  dusty  bicyclers  who  seemed  to  be  homeward  bound,  and  who,  I 
doubt  not,  were  some  of  the  men  whose  comrade  I  ought  to  have  been  in  the 
"  Wheel  Around  the  Hub."  I  eyed  them  curiously,  for  this  was  the  first 
chance  I  had  ever  had  of  seeing  any  bicycling.  I  devoted  a  good  part  of 
Saturday  to  exploring  the  enchanting  environs  of  the  city,  and  then  took 
train  back  to  Springfield,  with  a  record  of  104  miles  for  the  four  days.  On 
the  17th  of  September  I  rode  southward  to  Hartford,  33  miles,  and  five  days 
later  the  same  distance  northward  to  Greenfield.  These  were  the  two  longest 
day's  rides  of  the  year ;  and  the  longest  ride  on  two  successive  days  was  62 
miles,  beginning  at  New  Haven  and  ending  at  a  railroad  station  about  eight 
miles  from  Harlem  Bridge.  This  was  on  the  loth  and  nth  of  November, 
and  a  fortnight  later  I  devoted  an  afternoon  and  a  forenoon  to  my  first  trip 
to  Tarrytown  and  back, — ^48  miles.  An  October  trip  of  similar  duration  to 
Orange  and  back  measured  40  miles.  Most  of  the  rest  of  my  riding  was  on 
the  roads  which  I  had  first  explored  in  August,  though  I  made  several  visits 
to  Brooklyn  and  Prospect  Park,  and  I  finished  there  my  wheeling  of  the  year, 
on  the  i6th  of  December,  when  I  took  a  20-mile  trip  to  Coney  Island. 

My  entire  riding  for  1879  amounted  to  742  miles,  being  an  average  of  about 
16J  miles  for  each  one  of  the  47  days  when  I  mounted  the  wheel ;  and  up- 
wards of  600  miles  were  accredited  to  the  last  four  months  of  the  year.  The 
length  of  track  traversed  by  me  for  the  first  time  amounted  to  at  least  330 
miles ;  and  if  130  miles  be  added  to  this  to  represent  that  part  of  it  which  I 
traversed  a  second  time  but  in  an  opposite  direction,  my  "new"  riding 
amounted  to  460  miles,  leaving  only  282  miles  to  represent  the  repetitions  in 
the  year's  record.  Reports  and  descriptions  of  most  of  these  roads  were 
printed  by  me  in  the  first  volume  of  the  Bicycling  Worlds  1880,  as  follows: 
April  3,  p.  163;  April  17,  p.  178;  May  i,  p.  199;  May  15,  p.  219;  May  29,  p. 
234 ;  June  12,  p.  256.  Later  references  to  my  road-reports  in  that  periodical 
will  be  enclosed  in  brackets  with  the  initials  B,  W, 

My  wheeling  in  1880  extended  through  a  period  of  eight  months,  from 
April  19  to  December  16,  and  amounted  to  1,474^  miles,  or  an  average  of 
about  26J  miles  for  each  of  the  fifty-eight  days  I  rode.  The  shortest  record 
was  3J  miles,  the  longest  was  73,  and  there  were  nine  other  days  when  I  rode 
40  miles  or  more.    My  first  50-mile  ride  was  on  the  4th  of  May,  when  I  made 


the  round  trip  to  Tarrytown,  and  added  seven  miles  of  riding  on  the  Boule- 
vard by  gas-light,  to  complete  the  distance.  \B,  fV.^  Aug.  7,  p.  331.]  This 
was  also  my  first  experience  of  that  sort  of  night-riding;  and  I  may  as  well 
say  here  that  I  have  never  made  use  of  a  lantern.  On  the  first  day  of  sum- 
mer,  I  rode  from  Taunton  to  Boston,  40  miles,  as  one  of  a  party  of  six  return- 
ing from  the  meet  at  Newport ;  a  week  later,  from  Hartford  to  Springfield, 
35  miles ;  and  two  days  afterwards,  from  Hartford  to  Meriden,  30  miles. 
[B.  fV.j  Nov.  19,  p. '27.]  Between  the  9th  and  13th  of  July  I  rode  131  miles  on 
Long  Island,  between  Greenport  and  Hunter's  Point,  and  on  the  3d  of  August 
tried  another  route  there  of  25  miles,  from  Cold  Spring  Harbor  to  Astoria. 
[B.  IV.,  Nov.  26,  p.  37.]  My  third  round  trip  to  Tarrytown,  43  miles,  was 
taken  August  17.  After  this,  between  the  6th  and  24th  of  September,  came 
the  longest  tour  of  my  four  seasons'  record,  for  it  amounted  to  495  miles,  and 
included  sections  of  New  York,  New  Jersey,  Pennsylvania,  Ohio,  and  Canada. 
[B.  W.,  1881,  May  27,  p.  27 ;  June  3,  p.  44 ;  June  10,  p.  56 ;  June  17,  p.  64.] 
As  my  riding  was  confined  to  fifteen  days,  the  average  for  each  was  33  miles, 
the  shortest  record  being  that  of  my  incursion  into  Canada,  September  1 5,  in 
the  region  of  Niagara  Falls.  Before  this  I  had  spent  four  days  along  the 
Erie  Cana),  mostly  on  the  tow-path,  between  Schenectady  and  Oneida,  1 10 
miles,  and  ridden  for  two  days,  32  miles,  in  the  region  of  Canandaigua,  where 
I  was  visiting  a  friend.  From  Niagara  I  rode  38  miles  to  a  farmer's  house 
16  miles  beyond  Buffalo ;  thence  73  miles  to  Erie ;  thence  45  miles  to  Ashta- 
bula, making  in  all  156  miles,  which  distance  still  remains  my  best  record  for 
three  successive  days.  The  swiftest  and  pleasantest  ride  of  the  tour  was  had 
in  returning  on  the  same  track  from  Erie  to  Dunkirk,  47  miles,  in  seven  and 
a  half  hours,  including  two  hours  out  of  the  saddle.  The  next  afternoon  and 
evening  five  hours  were  spent  in  getting  over  the  17  miles  between  Bingham- 
ton  and  Great  Bend.  Then  came  a  continuous  ride  of  three  days,  from  Port 
Jervis  to  the  Delaware  Water  Gap  and  across  the  Jersey  hills  homeward  to 
Washington  Square,  the  distance  being  125  miles,  of  which  the  last  day 
claimed  53.  My  estimate  of  new  track  traversed  in  1880  is  700  miles,  and  of 
old  track  traversed  in  a  new  direction  100  miles,  leaving  674  to  represent  the 
repetitions  of  the  year. 

February  and  July  were  the  only  two  months  of  1881  that  claimed  none 
of  the  67  days  in  which  I  wheeled  1,956  miles.— an  average  of  29},— though 
January  saw  me  mounted  only  once,  when  I  indulged  in  the  novelty  of  push- 
ing  myself  a  half-dozen  miles  over  the  beaten  snow,  among  the  sleigh-riders 
of  the  Boulevard.  My  next  ride,  and  the  shortest  of  the  year,  was  on  the  1st 
of  March,  a  mile  and  a  half,  from  the  railroad  station  to  my  friend's  house  in 
Washington.  Four  days  afterwards,  in  the  same  city,  I  took  my  longest  ride 
of  the  year,  66J  miles,  in  spite  of  having  broken  off  one  of  my  handles  the  day 
before,  and  thereby  ruined  all  chance  of  "beating  my  best  record"  [7;^  miles), 
and  perhaps  even  making  ico  miles.  On  the  22d  of  April  I  explored  Staten 
Island  to  the  extent  of  23  miles,  and  then  went  17  miles  further,  through 


Elizabethtown  and  Newark,  to  Orange.  [B,  W.,  May  20,  p.  17.]  On  the  last 
Saturday  of  May,  I  began  a  week's  ride  of  287  miles, — going  first  from  Boston 
through  Maiden  and  Salem  to  Rowley,  and  from  Portsmouth  to  the  Kittery 
Navy  Yard  and  back,  46  miles  j  and  next  day  returning  from  Portsmouth  to 
Salem,  a  similar  distance.  Monday  witnessed  the  second  annual  parade  of 
the  League,  and  a  trip  to  Brighton  and  Chestnut  Hill,  20  miles;  Tuesday,  an 
excursion  to  the  Blue  Bell  Tavern  in  Milton,  20  miles ;  Wednesday,  a  trip  to 
Dedham,  Needham,  and  Chestnut  Hill,  36  miles;  Thursday,  a  leisurely  ride 
of  ten  hours  from  the  Hotel  Vendome,  Boston,  through  Cambridge,  Lexing- 
ton, Waltham,  Wellesley,  and  Framingham  to  Northboro*,  54J miles;  Friday, 
a  final  push  of  fourteen  hours,  through  mist  and  fog,  with  a  threatening  east 
wind  at  my  back,  to  Worcester,  West  Brookfield,  Ware,  Three  Rivers,  Indian 
Orchard,  Springfield,  and  West  Springfield,  64^  miles.  [B.  W.,  Aug.  26,  p. 
188.]  The  following  Tuesday  I  went  up  the  river  to  Brattleboro,  47I  miles. 
1  repeated  the  trip  on  the  22d  of  August,  in  beginning  a  tour  to  Lake  George 
[B.  fV.,  Oct.  7,  p.  259;  Nov.  II,  p.  5],  but  continued  on  to  Putney,  52i  miles. 
Thence  next  day  I  rode  to  Bellows  Falls  and  from  Rutland  to  Whitehall, 
39  miles.  The  third  day,  after  20  miles  of  hap-hazard  riding  among  the 
hills,  brought  me  to  Hulett's  Landing,  on  Lake  George.  The  fourth  day,  be- 
sides sailing  through  the  lake,  I  circled  from  Baldwin's  to  Ticonderoga  and 
back,  and  from  Caldwell  to  Fort  Edward,  1 7  miles.  The  fifth  day  I  con- 
tinued homeward  through  Albany  to  Schodack,  57  miles,  and  on  the  sixth  day 
ended  my  trip  by  making  an  early  morning  push  of  18  miles  to  Hudson,  and 
there  embarking  on  steamer  for  New  York.  A  week  later,  September  4,  I 
began  a  four  days*  ride  on  Long  Island,  from  Flushing  to  Yaphank  and  back, 
140  miles,  of  which  31  and  43  were  covered  on  my  outward  trip,  and  14  and 
52  on  my  return.  [B,  IV.,  1882,  July  28,  p.  463.]  Another  four  days*  ride  was 
begun  on  the  26th  of  September,  when  I  circled  15  miles  in  the  environs  of 
Poughkeepsic ;  then  to  Rhinebeck  and  back,  33  miles ;  then  down  the  river  to 
Garrison's,  25  miles;  then  home  to  the  city  again,  44  miles.  The  return  trip 
from  Tarrytown,  on  this  latter  day,  should  properly  be  connected  with  my  up- 
trip  thither  on  the  17th  of  May,  for  on  that  occasion  I  took  train  to  Pough- 
kecpsie,  and  then  was  forced  by  the  rain  to  take  train  homeward  again  with- 
out doing  any  riding  there.  On  the  i6th  of  October  I  rode  23  miles  in  the 
park  at  Philadelphia,  and  .15  miles  the  next  forenoon  in  the  park  at  Baltimore. 
Then,  on  the  22d,  I  began  a  six  days*  tour  "  along  the  Potomac  **  [B.  W.,  1882, 
June  23,  p.  403;  July  14,  p.  441],  making  180  miles,  divided  thus :  32,  54,  30, 
'3»  5'-  The  first  day's  ride  was  from  Frederick  to  Hagerstown.  Six  miles 
beyond  there  is  Williamsport,  where  I  struck  the  tow-path  of  the  Chesapeake 
and  Ohio  Canal,  and  rode  up  it  48  miles  before  nightfall.  The  third  day 
brought  roe  to  the  end  of  the  tow-path  at  Cumberland,  whence  I  took  train 
back  to  Harper's  Ferry,  and  from  there  followed  the  tow-path  down  to  its 
other  end  at  Washington.  On  the  1 5th  of  November  I  made  my  sixth  trip 
to  Tarrytown,  42  miles;  and  on  the  21st  of  December,  the  shortest  day  of  the 


year,  I  took  my  last  ride  and  one  of  my  longest  ones,  6oJ  miles.  My  estimate 
of  new  track  traversed  in  1881  is  750  miles,  and  of  old  track  traversed  in  a 
new  direction,  210  miles,  leaving  about  1,000  miles  to  represent  the  repetitions 
of  the  year. 

My  riding  of  1882,  as  comprised  between  April  19  and  November  29, 
amounted  to  1,827!  miles,  or  an  average  of  rather  more  than  33I  miles  for 
each  of  56  riding  days.  I  celebrated  May  Day  by  a  ride  of  45  miles,  from 
Orange  to  Morristown  and  back,  and  three  days  later  accomplished  41  miles, 
including  a  ride  from  Orange  to  Little  Falls,  Pompton,  and  Paterson,  which  1 
afterwards  extended  to  Hackensack,  Ridgefieid,  and  Fort  Lee.  On  the  after- 
noon of  the  loth  I  made  the  Tarrytown  trip  again,  42  miles ;  and  on  the  fore- 
noon of  the  26th  rode  up  there,  crossed  the  river  to  Nyack,  and  came  down  the 
west  side  of  the  river,  through  Tappan  and  Englewood  to  Jersey  City,  51  miles. 
During  the  last  three  days  of  the  month,  I  rode  75  miles  in  the  streets  and  parks 
of  Chicago ;  and  on  the  first  morning  of  summer  began  at  Covington  a  tour 
of  340  miles  among  the  hills  of  Kentucky,  finishing  at  Maysville  on  the  9tlL 
The  miles  recorded  on  the  successive  days  were  as  follows  :  39,  61,  33,  43, 
31,  o,  52,  42,  39, — the  blank  record  signifying  the  day  devoted  to  visiting  the 
Mammoth  Cave.  The  January  Wheelman  contained  a  detailed  report  of  my 
autumn  tour  of  400  miles,  beginning  at  Utica  on  the  20th  of  September,  and 
extending  through  Trenton  Falls,  Syracuse,  Canandaigua,  Avon  Springs. 
Portage,  the  Genesee  Valley,  Hornellsville,  and  Corning,  to  Waverly  (330 
miles),  and  then  Towanda,  Pittson,  Wilkesbarre,  and  Newark,  where  the  end 
was  made  October  12.  In  the  interval  of  a  quarter-year  and  more,  which 
elapsed  between  these  two  tours,  there  were  only  three  days  when  I  mounted 
my  wheel :  I  rode  from  Hartford  to  Cheshire,  28  miles,  July  18,  and  next 
day  rode  25  more,  in  the  region  of  New  Haven  and  Branford;  and  on  the 
X  5th  of  September  I  rode  28  miles  on  Staten  Island.  On  the  27th  of  Octo- 
ber I  made  a  round  trip  of  31  miles,  from  Philadelphia  to  a  point  beyond 
Wayne.  My  next  trial  of  a  "new  road"  was  made  November  13,  when  I 
went  from  Newark  along  Springfield  avenue  to  Short  Hills,  Madison,  and 
Morristown  and  back,  44  miles. 

My  final  tour  of  the  year  began  November  21,  when  I  rode  from  Harlem 
Bridge  to  Bridgeport,  55^  miles.  The  next  forenoon  I  rode  to  New  Haven, 
19  miles.  The  third  day  I  proceeded  through  Cheshire  to  Hartford,  43  miles; 
and  the  fourth,  I  finished  at  West  Springfield,  31  miles.  At  6  o'clock  in  the 
morning  of  Wednesday,  November  29,  exactly  three  and  a  half  years  from  the 
day  when  I  first  mounted  my  wheel,  I  was  warned  that  a  new  snow-storm  had 
just  begun,  and  that  if  I  intended  to  work  off  the  last  23  miles  needed  to  com- 
plete the  record  of  6,000,  I  had  best  make  a  prompt  beginning.  I  finished 
my  task  in  Springfield,  at  half-past  ten  o'clock,  and  then  sought  breakfast 
with  an  appetite  well-sharpened  by  a  four  hours'  struggle  through  the  blind- 
ing snow.  The  air  was  cold  enough  to  freeze  my  moustache  into  a  solid  lump, 
and  hence  gave  the  snow  no  chance  to  grow  damp  and  slippery.     Thanks  to 


the  tight  clutch  kept  by  me  on  the  handles,  my  wheel,  though  it  had  two  or 
three  dangerous  slips,  never  fell. 

My  new  track,  ih  1882,  was  820  miles  long,  and  my  old  track,  ridden  in  a 
new  direction,  was  180  miles,  leaving  828  miles  of  repetitions.  Combining 
with  these  the  similar  estimates  already  given  for  the  three  previous  seasons, 
the  following  result  appears:  Of  the  6,oco  miles  through  which  I  have 
pushed  my  46-inch  Columbia  bicycle,  "  No.  234,*'  2,600  miles  were  on  roads 
that  my  wheel  had  never  before  traversed,  and  620  miles  were  on  roads  that 
it  bad  never  before  traversed  in  the  same  direction.  In  other  words,  I  have 
had  3,220  miles  of  practically  **  new  '*  riding,  as  against  2,780  miles  on  paths 
previously  gone  over.  I  believe  there  are  quite  a  number  of  Americans  who 
have  wheeled  themselves  6,000  miles  or  more  (though  I  have  yet  to  be  told  of 
one  who  has  done  that  distance  on  a  single  machine) ;  but  to  the  best  of  my 
knowledge  I  am  the  only  man  who  has  practiced  bicycling  on  2,600  distinct 
miles  of  American  roads.  The  period  described  has  comprised  1,280  days, 
and,  as  I  have  mounted  the  wheel  on  228  of  these,  my  "  average  ride  "  has 
been  a  trifle  less  than  26)-  miles.  The  average  has  constantly  increased, 
however,  as  is  shown  by  comparing  the  figures  of  the  four  seasons  in  succes- 
sion: 16J,  26J,  29i,  33J.  The  "days"  and  "miles"  may  be  grouped  to- 
gether as  follows:  1879,  47  ^^^  74^;  1880,  58  and  M74i;  1881,  67  and 
1,956;  1882,  56  and  1,827^. 

I  have  driven  my  wheel  in  the  fifteen  following  States:  Maine,  New 
Hampshire,  Vermont,  Massachusetts,  Rhode  Island,  Connecticut,  New  York, 
New  Jersey,  Pennsylvania,  Maryland,  Virginia,  West  Virginia,  Kentucky, 
Ohio,  and  Illinois ;  and  I  have  accompanied  it  on  railroad  trains  in  all  but  the 
first-named  State,  and  also  in  Delaware  and  Indiana.  The  miles  we  have 
traveled  together  by  trains  are  indicated  by  the  numerals  in  the  following 
chronological  list  of  our  trips :  West  Brimfield  to  Worcester,  35 ;  Newton  to 
Springfield,  91 ;  Hartford  to  Springfield,  26;  Chicopee  to  Northampton,  14; 
Greenfield  to  Holyoke,  28;  Bartow  to  Harlem,  8;  Newport  to  Taunton,  34; 
Brighton  to  Boston,  5;  Boston  to  Springfield,  99;  Springfield  to  Chicopee 
and  back,  7 ;  Springfield  to  Hartford,  26;  Meriden  to  New  Haven,  18;  River- 
head  to  Yaphank,  15;  Oneida  to  Canandaigua,  100;  Canandaigua  to  Niagara, 
105 ;  Ashtabula  to  Erie,  41 ;  Dunkirk  to  Binghamton,  245 ;  Great  Bend  to 
Port  Jervis,  113;  New  York  to  Washington  and  back,  456;  Tarrytown  to 
Poughkeepsie,  45;  Poughkeepsie  to  New  York,  73;  Fall  River  to  Boston,  49; 
Rowley  to  Portsmouth,  26;  Salem  to  Boston,  16;  Smith's  Ferry  to  North 
Hatfield,  11  ;  Bemardston  to  Hartford,  67;  Hayden*s  to  Springfield,  17; 
Smith's  Ferry  to  North  Hatfield,  11 ;  Bellows  Falls  to  Rutland,  53;  Flushing 
to  Hunter's  Point,  7  ;  New  York  to  Baltimore,  186 ;  Baltimore  to  Frederick, 
66;  Cumberland  to  Harper's  Ferry,  97;  Washington  to  New  York,  228; 
Newark  to  New  York,  7 ;  New  York  to  Washington  and  Chicago,  1,041 ; 
Chicago  to  Cincinnati,  310 ;  Williamstown  to  Sadieville,  19 ;  Upton  to  Cave 
City,  26;  Cave  City  to  Louisville,  85 ;  Cheshire  to  New  Haven,  15;  Albany 


to  Utica,  95 ;  Oneida  to  Syracuse,  25 ;  Wavcrly  to  Towanda,  18 ;  Meshoppen 
to  Pittston,  38 ;  Wilkesbarre  to  Newark,  172  j  Newark  to  Philadelphia  and 
back,  162.  • 

In  addition  to  the  above  indicated  4414  miles  by  rail,  I  have  accompanied 
my  wheel  1,044  miles  on  steamboats,  as  follows:  New  York  to  Pleasant 
Valley,  6;  New  York  to  New  Haven,  75;  Harlem,  to  Fulton  ferry  (twice), 
15;  New  York  to  Newport,  160 ;  New  York  to  New  London,  120;  New  Lon- 
don to  Greenport,  15;  Battery  to  Vanderbilt's  Landing,  10;  Ne?r  York  to 
Fall  River,  175;  Hulett*s  Landing  to  Baldwin's  and  thence  to  Caldwell  (I^ke 
George),  40;  Hudson  to  New  York,  115;  New  York  to  Flushing,  15;  New 
York  to  Poughkeepsie,  75;  Fulton  ferry  to  Harlem,  8;  Maysville  to  Cincin- 
nati, 60;  New  Haven  to  New  York,  75;  Battery  to  Tompkinsville,  10;  New 
Brighton  to  Battery,  10;  Harlem  to  Astoria  and  back,  6;  Hoboken  to  Brook- 
lyn, 3;  Tarrytown  to  Nyack,  3;  Fort  Lee  to  Manhattanville  (three  times),  5; 
Hunter's  Point  to  Seventh  street  (twice),  5 ;  Hoboken  ferry,  six  times ;  Wee- 
hawken  ferry,  six  times;  Pavonia  ferry,  twice;  Communipaw  ferry,  twice; 
Jersey  City  ferry,  twice;  Wall  street  ferry,  eighteen  times;  Fulton  ferry,  once; 
Grand  street  ferry,  once.  These  thirty-eight  ferry  passages  probably  amounted 
to  as  many  miles  altogether. 

Canal-boat  rides  of  four  miles  on  the  Erie,  and  ten  miles  on  the  Chesa- 
peake and  Ohio  may  be  added ;  and  row-boat  transportation  has  been  given 
my  wheel  from  Staten  Island  to  Elizabethport,  twice  across  the  Mohawk  at 
Hoffman's  Ferr}',  once  across  the  Connecticut  at  Thompsonville,  and  once 
across  the  outlet  of  Lake  Champlain  at  Chubb's  Ferry, — perhaps  three  miles 
in  all.  I  have  escorted  it  on  horse-cars  twice  down  the  east  side  of  the  city, 
from  Fourteenth  street  to  Wall,  and  once  on  the  same  route  upwards ;  five 
times  down  the  west  side  from  Fifty-ninth  street  to  the  ferries  at  Liberty, 
Chambers,  Desbrosses,  Canal,  and  Christopher  streets  respectively ;  and  once 
from  One  Hundred  and  Eighteenth  to  Fifty-ninth,— a  distance  of  perhaps  40 
miles  altogether.  On  three  occasions  T  have  ridden  with  it  in  a  wagon,  abcut 
20  miles,  and  I  suppose  it  has  been  similarly  carried  a  similar  distance  when 
I  have  not  been  in  attendance.  Its  solitary  tours,  when  caged  in  a  crate  and 
packed  like  ordinary  merchandise  into  freight  or  express  car,  have  numbered 
half-a-dozen  and  amounted  to  about  1,600  miles,  as  follows  :  Hartford  to  New 
York  and  back,  220 ;  New  York  to  Springfield  and  back,  272 ;  Hartford  to 
Schenectady,  140;  Cincinnati  to  Hartford,  972. 

Most  of  the  distances  by  train  have  been  given  on  the  authority  of  the 
railroad  guides,  but  I  have  been  obliged  to  "  estimate  "  a  few  of  them,  and 
have  felt  uncertain  in  one  or  two  cases  concerning  the  actual  route  chosen 
between  distant  points  which  are  connected  by  competing  lines  of  quite 
unequal  lengths.  Some  of  my  steamboat  distances  have  been  guessed  at  from 
my  knowledge  of  the  distances  on  shore.  In  no  instance,  however,  have  I 
knowingly  exaggerated,  and  I  am  sure  that  the  sum  of  my  estimates  falls  short 
of,  rather  thAn  exceeds,  the  actual,  distance.    I  may  also  add  here  a  word  of 



caution  against  the  too  literal  acceptance  of  my  cyclometer  reports  as  repre- 
senting the  exact  distance  between  the  chief  points  that  are  named  in  a  day's 
run,  as  if  the  whole  of  it  were  included  between  them ;  for,  of  course,  the 
figures  in  reality  often  cover  many  detours  and  much  extra  riding,  which  can- 
not be  specially  explained  in  such  a  general  summary. 

The  total  distance  which  the  record  says  I  have  been  carried  in  com- 
pany with  my  wheel  (5,535  miles)  lacks  only  465  of  the  6,000  miles  which  I 
have  personally  pushed  it;  but  the  sum  of  the  distances  which  I  have  traveled 
on  account  of  my  wheel,  when  not  with  it,  is  also  quite  a  respectable  one. 
My  original  journey  to  Boston  to  negotiate  for  its  manufacture  was  450  miles 
long ;  and  other  special  rides  may  be  named  as  follows  :  Cincinnati  to  New 
York,  882 ;  Springfield  to  Schenectady,  118;  Syracuse  to  Canandaigua  and 
back,  150;  Yaphank  to  Greenport  and  back,  75;  Paterson  to  New  York  and 
back,  32 ;  Thompsonville  to  Springfield  and  back,  18 ;  twenty  rides  between 
New  York  and  Orange  or  Newark,  160 ;  fourteen  rides  on  the  elevated  rail- 
road between  Washington-  Square  and  Washington  Heights  (One  Hundred 
and  Fifty-fifth  street),  112;  fifty-four  rides  on  the  same,  to. or  from  One 
Hundred  and  Fourth  street,  270;  eight  rides  on  the  same,  to  or  from  Harlem, 
48;  fifteen  rides  to  or  from  Fulton  street,  30.  This  makes  a  total  of  2,335 
miles,  which  the  rides  I  have  taken  in  horse-car  and  omnibus,  on  my  wheel's 
account,  would  readily  raise  to  2,400.  The  wheel  itself  is  shown  by  the  pres- 
ent record  to  have  traveled  13,160  miles,  and  I  therefore  am  led  to  assume 
that  it  has  "  seen  a  good  deal  more  of  America  "  than  any  other  bicycle  a- 
going.  My  manuscript  log,  concerning  its  travels  and  adventures,  occupies 
152  pages,  with  an  average  contents  of  200  words  each ;  and  I  hope  to  pre- 
pare therefrom,  for  the  March  Wheelman^  some  account  of  its  mishaps,  and  of 
the  cost  of  repairing  them.  I  may  also  offer  then  some  considerations  tend- 
ing to  show  that  my  steadfast  sticking  to  so  small  a  wheel,  while  it  is  possible 
for  me  to  propel  one  which  is  half  a  foot  higher,  is  not  altogether  due  to  the 
sentimental  consideration  that  "  I  was  born  in  '46." 

One  more  exhibition  of  "mileage  statistics"  and  this  present  article 
shall  be  ended.  I  have  wheeled  40  miles  in  street  parades  :  14  at  Newport, 
4  at  Boston,  13  at  Chicago,  and  9  at  Philadelphia ;  52  miles  in  club  runs  :  22 
at  Washington  (three  runs),  12  at  Poughkeepsie,  12  at  Brooklyn,  and  6  at 
Brattleboro ;  80  miles  with  two  or  more  chance  associates  :  40  from  Taunton, 
!6  from  Boston,  33  from  Poughkeepsie,  12  from  Chicago,  and  12  from  Louis- 
ville; and  205  miles  with  single  companions,  numbering  a  dozen  altogether: 
90  between  Boston  and  Portsmouth,  20  between  Utica  and  Trenton  Falls,  27 
in  and  about  Washington,  25  about  Dedham  and  Needham,  15  near  Dansville, 
8  at  Orange,  4  at  Frederick,  4  at  Newport,  2  at  Cayuga,  5  at  Philadelphia,  3 
at  Brooklyn,  and  2  in  New  York.  If  I  add  50  miles  to  cover  the  distances 
which  friends  have  ridden  beside  me  on  horseback,  or  driven  beside  me  in 
carriages,  or  walked  or  rowed  beside  me,  the  total  will  be  460  miles,  to  repre- 
sent that  part  of  my  riding  which  has  been  cheered  by  any  other  "  company  ** 



than  that  of  myself.    All  the  rest  of  my  6,000  miles  a-wheel-back  has  been 
traveled  alone  I 

The  surprising  part  of  this  last-named  circumstance,  to  me,  is  that  people 
should  be  so  generally  surprised  at  it.  Men  cannot,  in  the  nature  of  things, 
readily  adapt  their  business  affairs  in  such  way  as  to  make  their  holidays  and 
vacations  coincide  with  those  of  other  men ;  and  a  peculiar  charm  of  the  bicy- 
cle is  its  capacity  for  economizing  every  shred  and  atom  of  a  man's  leisure, — 
for  increasing  his  independence  in  respect  to  relaxation.  Only  in  .exceptional 
cases  can  extensive  touring  be  successfully  indulged  in  otherwise  than  as  a 
solitary  amusement.  What  reasonable  chance  is  there  that,  in  a  ride  of  say 
400  mites,  two  men  can  get  along  comfortably  together,  unless  they  are  very 
intimate  friends  and  of  very  equal  wheeling  capacities  ?  For  my  own  part, 
I  have  thus  far  failed  to  induce  a  single  one  of  my  old-time  comrades  to  take 
kindly  to  the  wheel;  and  when  I  ask,  "Where  are  the  boys  who  bravely 
bounced  the  bone-shakers  with  me  along  the  New  Haven  sidewalks,  in  that 
glad  winter  of  '69  }  "  echo  sadly  answers :  "  Married  and  dead  by  the  score  I  ** 
Hence,  as  I  seem  thus  fated  always  to  "go  it  alone,"  I  naturally  feel  an 
abiding  enthusiasm  for  a  pastime  so  perfectly  adapted  to  my  disposition  and 
"  environment."  Hence,  too,  I  trust  that  Mr.  Calverley  will  pardon  me  if  I 
thus  parody  one  of  his  parodies  in  order  to  give  rhythmic  expression  to  my 
enthusiasm : — 

Others  may  praise  the  grand  displays, 

Where  flash  the  wheels  like  tail  of  comet,— 
The  club-runs  made  on  gala  days, — 

Far  may  I  be  at  such  times  from  it ! 
Though  then  the  public  may  be  "  lost 

In  wonder  "  at  a  trifling  cost. 
Fanned  by  the  breeze,  to  whirl  at  ease, 

My  faithf  ud  wheel  is  all  I  crave, 
And  if  folks  rave  about  the  "  seas 

Of  upturned  faces,"  let  them  rave ! 
Your  monster  meets,  I  like  not  these ; 

The  lonely  tour  hath  more  to  please. 


COLUMBIA,  NO.  234.^ 

•*  Faithful  are  the  wounds  of  a  friend.**  So  runs  the  proverb,  which  I 
must  point  to  in  explanation  of  my  singular  conduct  in  adhering  loyally  for 
four  seasons  to  the  fortunes  of  "  Number  234.**  It  is  only  an  old-fashioned 
Kttic  46-incher,  with  cone-bearings  and  big  pedals.  There  is  nothing  about 
its  general  appearance  to  hinder  the  casual  examiner  from  sneering  at  it  as 
"  no  great  shakes  of  a  bicycle  " ;  but  yet  it  gave  me  the  greatest  shake  of  my 
lifetime,  the  very  first  day  I  mounted  it,  and  it  has  since  been  pushed  by  me 
over  a  greater  stretch  of  American  soil  than  any  other  wheel  known  to  the  rec- 
ords of  bicycling.  Men  of  more  massive  physique  than  mine  have  had  their 
bones  broken,  and  broken  more  thoroughly  than  mine  were,  by  the  kicking  of 
the  steely  steed ;  men  of  longer  purses  than^mine  have  emptied  them  more  lav- 
ishly in  the  purchase  of  their  mounts;  but,  to  the  best  of  my  knowledge  and 
belief,  I  am  the  only  American  bicycler  whose  very  first  ride  (completed  in 
less  than  a  minute  of  time  and  covering  less  than  a  rod  of  space)  cost  so 
great  a  sum  of  money  as  $234.  Half  of  that  amount  was  paid  for  the  machine 
itself,  and  the  other  half  went  to  the  surgical  machinists,  who  successfully 
mended  my  broken  elbow ;  but  I  do  not  think  I  ought  to  be  branded  as  a  mon- 
ument of  duplicity  if,  in  my  more  weary  and  deceitful  moments,  when  questioned 
as  to  whether  the"  234  "  stamped  on  the  cranks  of  my  vehicle  does  not  repre- 
sent the  number  of  dollars  paid  for  the  same,  I  use  "  Yes  **  as  my  easiest 
answer.  It  is  evident,  however,  that  no  man— not  even  a  man  who  earns  his 
livelihood  by  newspaper  writing— can  ever  be  rich  enough  to  pay  that  rate 
per  minute  for  his  fun,  or  that  rate  per  rod  for  his  traveling.  Hence,  in  order 
to  "bring  down  the  average  "  to  a  point  where  the  expense  of  riding  might 
seem  less  absurdly  disproportionate  to  my  income,  I  have  felt  in  duty  bound 
to  drive  «  Number  234,"  and  none  other,  until  now,  at  the  end  of  my  fourth 
season,  I  find  that  that  original  very  costly  rod  of  transportation  on  the  29th 
of  May,  1879,  ^*s  been  expanded  into  more  than  6,000  miles  of  riding,  where- 
of the  average  cost  per  rod  has  been  ver}'  slight.  In  order  still  further  to 
reduce  this  average  I  shall  postpone  all  notion  of  buying  a  new  wheel  for  at 
least  two  seasons  more,  or  until  I  have  run  the  record  of  my  old  one  up  to 
10,000  miles.  Perhaps  by  that  time  I  shall  have  become  so  firmly  wedded  to 
my  first  love  that  nothing  but  death  can  separate  us ;  perhaps  by  that  time  all 

iFrom  The  IVhetlman^  March,  1883,  PP*  43a-436- 


the  blandishments  of  '*  the  newer  and  better  "  will  have  no  other  effect  than  to 
make  me  cry  out  defiantly,  in  the  words  of  Puck's  professional  poet,  — 

"  Nay !  TU  ding  to  thee,  old  bicycle. 
Till  thy  round  red  rubber  tires 
Pound  to  rags,  and  till  to  toothpicks 
Split  thy  tremulous  steel  wires  I  " 

The  chief  object  of  the  present  article,  however,  is  to  describe  the  manner 
in  which  the  tires,  spokes,  and  other  component  parts  of  "  Number  234,"  have 
stood  the  pounding  I  have  subjected  them  to  in  driving  it  6,175  niiles,  during 
the  four  seasons  past  My  tours,  as  outlined  in  last  month's  Wheelman^  have 
extended  into  fifteen  States  and  embraced  2,600  distinct  miles  of  American 
roads  ;  and  I  assume  that  no  other  bicycle  than  mine  has  yet  made  anything 
like  as  extensive  a  trial  of  them ;  but  I  may  as  well  confess  at  the  outset  that, 
though  I  am  as  regards  ancestry  a  thoroughbred  Yankee  from  Yankeeville, 
I  have  somehow  failed  to  inherit  the  aptitude  and  ingenuity  popularly  ac- 
credited to  the  race  in  respect  to  things  mechanical. 

To  me  such  things  are  an  abiding  and  oppressive  mystery;  to  me  the 
comparisons  of  "  points,"  and  the  discussions  about  minute  details  of  manu- 
facture are  apt  to  be  wearisome,  if  not  incomprehensible ;  to  me  a  bicycle  is 
a  bicycle,  and  I  am  so  much  please'd  at  contemplating  the  superiority  of  this 
sort  of  vehicle  over  other  vehicles,  that  I  have  no  disposition  to  examine  into 
the  possible  superiority  of  one  variety  of  it  over  another  variety.  Hence,  in 
spite  of  my  great  experience  as  a  road-rider,  my  opinion  as  to  the  mechanical 
merits  of  "  Number  234  "  cannot  properly  be  considered  that  of  an  expert; 
cannot  properly  be  accepted  as  decisive,  or  even  weighty.  I  certainly  think 
that  my  wheel  is  a  very  good  one,  and  I  certainly  think  that  the  story  I 
have  to  tell  about  the  way  it  has  stood  the  strain  put  upon  it  is  a  story  which 
ought  to  convince  the  most  sceptical  that  "  the  bicycle  is  not  an  expensive 
and  easily-spoiled  toy,  but  rather  a  cheap  and  durable  carriage  for  general 
usage  on  the  road."  At  the  same  time,  if  I  had  chanced  to  purchase  some 
other  make  than  a  Columbia,  I  presume  that  I  should  have  stuck  to  it  just  as 
persistently,  and  given  it  just  as  thorough  a  trial ;  and,  for  aught  I  know  or  sus- 
pect, the  result  might  have  been  just  as  satisfactor>-,  or  even  more  satisfac- 
tory. In  other  words,  my  facts  are  presented  for  what  they  are  worth,  in 
showing  how  the  bicycle  in  general  resists  hard  usage.  They  are  not  pre- 
sented to  show  that  one  particular  make  is  better  than  all  others,  or  that  my 
own  individual  "Number  234  "  is  the  best  of  all. 

I  had  ridden  234  miles,  on  twenty  different  days,  during  which  my  ma- 
chine had  had  a  good  many  tumbles,  before  I  asked  any  one  to  adjust  its 
bearings,  or  otherwise  repair  it.  Happening,  then,  to  be  at  the  Popes*  office, 
in  Boston,  I  indulged  in  75  cents*  worth  of  improvements,  which  included 
straightening  the  cranks,  and  cementing  the  loosened  end  of  the  splice  of  the 
small  tire.    As  spectators  always  kindly  drew  my  attention  to  this  "cut,"  by 

COLUMBIA,  NO.  234.  37 

poking  it  with  their  or  fingers,  the  end  soon  worked  loose  again,  and 
remained  so  until  I  secured  new  tires,  a  year  later,  though  it  never  caused 
me  any  real  trouble.  Thirty-three  more  rides,  and  673  more  miles  of  riding, 
brought  me  to  the  meet  at  Newport,  with  pedals  and  bearings  all  so  loose  and 
rattling  as  to  exdte  the  surprise  and  pity  of  the  first  experienced  riders  I  got 
into  conversation  with.  They  quickly  "  tightened  me  up,"  and  instructed  me 
how  to  adjust  the  various  cones  and  cams ;  but  until  this  time  I  believe  I  had 
never  meddled  with  a  single  nut  .or  screw  belonging  to  my  bicycle,  except  in 
moving  back  the  saddle.  At  Stratford,  on  the  previous  November,  however, 
I  helped  a  blacksmith  pull  into  shape  a  very  badly  bent  crank  (at  the  same 
time,  as  I  suspect,  pulling  the  axle  a  trifle  out  of  shape) ;  and,  on  returning 
from  the  Newport  meet,  my  handle-bar  got  a  severe  twist,  which  my  compan- 
ions were  able  promptly  to  rectify.  Perhaps,  though,  it  was  a  result  of  this 
twist  that,  on  the  occasion  of  the  next  severe  fall,  at  Washington,  nine  months 
later,  with  1,350  more  miles  on  my  record,  the  right  handle  broke  square  off, 
and  a  new  bar  had  to  be  secured.  The  part  of  my  machine  which  first  broke, 
however,  was  the  spring,  which  cracked  in  two  on  the  23d  of  August,  1880 
(when  my  record  of  miles  was  1,480,  and  my  number  of  riding  days  was  eighty- 
two),  though  the  fracture  did  not  loosen  the  saddle  or  prevent  my  wheeling 
homeward  in  safety.  In  fact,  though  the  jarring  and  jolting  seemed  rather 
greater  than  usual,  I  probably  should  not  have  detected  the  crack  in  the 
spring  at  all  had  I  not  uncovered  it  in  preparing  to  attach,  for  trial,  a  new 
"suspension  saddle."  I  had  bought  this,  not  because  my  old  block-mounted 
saddle  was  a  bad  fit,  or  in .  any  way  uncomfortablCi  but  because  I  had  read 
and  heard  so  much  about  the  superiority  of  this  new  variety,  that  I  thought, 
being  on  the  eve  of  departure  on  a  tour  of  500  miles,  that  I  *'  must  have  the 
best."  As  the  breaking  of  the  spring  prevented  this  preliminary  trial  of  the 
new  saddle,  I  tried  it,  for  the  first  time,  when  I  began  my  tour,  and  discovered 
before  riding  ten  miles  that  it  was  far  less  comfortable  than  the  old  one. 
Nevertheless,  I  had  to  ride  it  xoo  miles  further,  before  I  could  get  back  the 
old  one,  which  I  immediately  ordered  sent  to  me ;  and  I  have  made  no  other 
attempts  at  change.  As  that  original  saddle  is  now  completely  worn  out  at 
the  edges,  however,  I  propose  to  begin  my  fifth  season  with  a  new  one  of  the 
"long-distance"  variety. 

I  sent  the  machine  to  its  birthplace  in  Hartford  to  have  the  broken 
spring  replaced ;  and,  as  the  pedals  had  become  unduly  worn,  because  of  my 
using  them  for  the  first  900  miles  without  making  any  adjustment,  I  had  them 
replaced  by  new  ones ;  and  I  also  ordered  new  tires,  because,  though  they  had 
always  stuck  tight  to  the  rims,  and  were  not  perceptibly  worn,  the  front  one 
had  received  a  deep  cut  straight  across  it,  and  I  did  not  wish,  at  the  outset  of 
a  long  journey,  to  take  the  chance  of  its  coming  completely  apart.  For  these 
renewals,  and  a  general  tightening  up  of  the  parts,  I  paid  $15;  and  at  the 
same  place,  three  months  before,  I  had  paid  $1.80  for  other  small  repairs, 
which  included  new  oil-cups  and  new  cones  for  the  rear  axle.    I  may  as  well 



say  here  that  I  have  driven  my  second  set  of  tires  4,700  miles,  and  that  I 
think  at  least  another  1,000  miles  will  be  required  to  really  "  pound  them  to 
rags."    The  splice  in  the  big  tire  worked  loose  in  this  second  set,  just  as  the 
splice  in  the  little  one  worked  loose  in  the  first,  though  not  until  I  had  driven 
it  some  2,500  miles,  or  more  than  ten  times  as  far  as  in  the  first   case.    After 
two  or  three  unsatisfactory  experiments  with  cement,  I  had  the  loose   end  of 
the  splice  sewed  down  with  fine  wire ;  and  this  improvement  lasted  for  500 
miles,  or  until  the  tip  of  the  splice  broke  off.    Then,  at  Chicago,  I  had  a  part  of 
the  tire  turned,  so  as  to  bring  the  good  part  of  the  splice  outside.     Three  days 
later,  with  another  100  miles  on  my  record,  a  wheelman  in  Kentucky  drew  at- 
tention to  the  looseness  of  another  section  of  my  tire,  and  kindly  cemented 
it  on  for  me.    At  the  end  of  my  Kentucky  trip,  when  I  had  run  3,400  miles  on 
this  set  of  tires,  I  had  them  taken  off  and  turned,  so  that  my  last  1,300  miles 
on  them  have  been  run  with  the  original  rim-sides  outward.     In  saying  this, 
I  assume  that  when  the  tires  were  taken  off,  in  January,  1881  (after  780  mDes' 
service),  in  order  to  allow  the  rims  to  be  nickeled,  they  were  replaced  as  they 
stood  originally.     It  appears  from  this  statement,  which  is  an  exhaustive  one, 
down  to  the  very  smallest  facts  of  the  case,  that  in  all  my  thousands  of  miles 
of  touring  I  have  never  had  any  serious  trouble  with  my  tires.     They  have  never 
dropped  off,  or  even  worked  loose  to  such  a  degree  as  to  interfere  at  all  with 
my  riding,  and  I  have  never,  personally,  doctored  them  with  a  bit  of  cement. 
The  first  serious  break  in  my  machine  occurred  on  the  20th  of  January, 
1881,  when  I  was  making  my  first  trial  of  it  in  the  snow,  among   the   sleigh- 
riders  on  Sixth  Avenue,  above  Central  Park, — the  record  then  being  2,222 
miles.    The  air  was  not  particularly  cold  or  frosty,  the  riding  was  reasonably 
smooth,  and  I  had  not  been  subjected  to  any  serious  jolts ;  but  somehow,  as  I 
was  jogging  along  a  perfectly  level  stretch  of  the  roadway,  at  a  tolerably  brisk 
pace;  the  front  wheel  gave  a  sudden  lurch  forward,  and  I  found  myself  stand- 
ing upright  and  still  holding  upright  the  front  half  of  the  machine,  while  the 
backbone  and  rear  wheel  lay  prostrate  in  the  snow.     The  upright  part,  which 
I  think  is  called  the  neck,  had  broken  off   in  the  thread  of  the  screw,  just 
below  the  lock-nut.     I  paid  a  New  York  agency  $5  to  have  it  welded  together 
again,  and  $20  more  to  have  the  whole  machine  newly  nickeled  in  every  part. 
Deep  grief   had   oppressed  me  from  the  very  outset  of   its  career,  because, 
though   the  contract   said  "full  nickeled."  the  rims  were   painted.     Hence, 
when  I  next  met  my  replated  "  Number  234,"  and  saw  how  bravely  it  glis- 
tened along  the  rims,  my  joy  was  great.     But  disgust  quickly  followed  when 
I  observed  that,  in  the   process  of   polishing  the  same,  the  spokes,  at  the 
points  of  juncture,  had  been  cut  nearly  half  through.     My  fear  that  after  this 
weakening  they  would  snap  at  the  first  severe  strain  has  not  been  justified  by 
actual  trial,  for  only  two  of  them  have  ever  broken.     One  spoke  in  the  rear 
wheel  broke  at  the  time  of  a  severe  fall,  May  i,  1882,  at  Bloomfield,  when  the 
record  stood  at  4,285  miles ;  one  spoke  in  the  front  wheel  broke  on  a  smooth 
"^path,  at  Chicopee,  Dec.  30,  1882,  when  the  record  had  reached  6,140  miles. 

COLUMBim,  NO.  234.  39 

Both  these  wires  snapped  at  the  points  where  they  had  been  cut  in  polishing. 
I  may  add  here,  that  none  of  my  spokes  have  ever  got  loose  enough  to  rattle, 
and  that  I  have  never  had  any  of  them  tightened  except  when  visiting  a  ma- 
chine-shop for  more  important  repairs.  On  a  very  few  occasions  I  have 
screwed  up  some  loosened  lock-nuts,  without  affecting  the  spokes  or  nipples, 
and  once,  when  a  nipple  broke  off  without  loosening  the  wire,  I  pegged  it  in 
place  to  prevent  rattling.  The  Jittle  bar,  or  rivet,  which  attaches  the  joint  of 
the  spring  to  the  cylindrical  plate  sliding  along  the  backbone,  rattled  out  once, 
in  September,  1880,  when  I  was  touring  in  Western  New  York;  but  a  postal 
card  sent  to  the  manufactory  caused  a  new  rivet  to  reach  me  within  three  days, 
and  a  nail  served  as  a  satisfactory  substitute  during  that  interval. 

"  Number  234  "  was  disabled  for  the  second  time  on  the  8th  of  June,  1881, 
when  2,993  miles  had  been  traversed.  As  I  dismounted  for  dinner  at  the 
hotel  in  Bemardston,  after  riding  twenty  miles,  whereof  the  last  three  or  four 
had  been  made  without  stop,  a  lounger  drew  my  attention  to  an  appearance 
of  *•  something  wrong  "  under  the  saddle ;  and  I  then  discovered  that  the  un- 
der side  of  the  shell  of  the  backbone  had  cracked  open,  at  a  distance  of  about 
six  inches  from  the  head,  though  the  solid  metal  beneath  prevented  a  com- 
plete break.  I  did  not  venture  another  mount,  however,  but  trundled  the 
cripple  to  the  adjoining  railroad  station,  and,  next  day,  to  the  manufactory  in 
Hartford.  A  new  backbone  was  now  put  in,  of  somewhat  different  shape 
from  the  original,  and  the  step  was  attached  to  it  by  two  short  screws,  instead 
of  by  the  old  device  of  a  bolt  and  nut  The  change  did  not  commend  itself 
to  my  approval,  however,  for  in  touring  along  the  tow-path  of  the  Chesapeake 
and  Ohio  Canal,  four  months  later,  the  screws,  after  about  900  miles'  service, 
persisted  in  working  loose,  until  I  lost  one  of  them.  Then  I  carefully  bound 
cloth  around  the  step  to  prevent  the  other  one  from  rattling  out.  But  it  did 
drop  out,  and  I  felt  desperate,  for  I  could  not  mount  again  without  a  screw 
to  fasten  the  step  on  with,  and  I  was  "forty  miles  from  any  town."  As  I 
knew  the  loss  had  happened  within  a  quarter  of  a  mile,  however,  I  scoured 
the  tow-path  for  that  distance,  until,  at  last,  I  was  rewarded  by  the  glisten  of 
the  little  speck  of  nickel  in  the  sand,— though  its  recovery  would  seem  hardly 
more  likely,  on  general  principles,  than  that  of  the  traditional  needle  in  the 
hay-mow.  My  second  set  of  step-screws  have  not  yet  shown  any  signs  of 
looseness  in  traveling  some  2,200  miles.  The  screw  at  the  top  of  my  handle- 
bar broke  off,  however,  last  November,  and  I  think  that  both  it  and  the  screw 
at  the  side  of  the  same  bar  were  put  in  as  substitutes  for  the  original  ones, 
which  were  loose. 

The  third  great  calamity  to  my  bicycle  happened  just  a  year  after  the 
second  one,  and  was  in  character  a  repetition  of  the  first.  On  the  9th  of  Jone, 
1882,  as  I  was  just  about  finishing  a  ride  of  340  miles  among  the  hills  of  Ken- 
tucky,—being  some  two  miles  from  Maysville,  on  the  Ohio  river,  where  I 
intended  to  cross  into  the  State  of  that  name,  and  journey  throi^h  it  for 
another  week,  or  until  I  reached  Lake  Erie, — I  noticed  an  unaccoantable 


stiffening  of  the  mechanism,  which  "  refused  to  obey  the  helm."  Careful  ex- 
amination finally  showed  me  that  the  neck  had  been  cracked  through  just 
below  the  lock-nut,  though  the  adjustment  was  so  tight  that  the  parts  did  not 
fall  away  from  each  other,  as  in  the  similar  break  of  January  20,  188 1.  It 
will  be  remembered  that  the  neck  then  had  a  record  of  2,222  miles ;  and  be- 
tween that  break  and  this  second  one  the  record  was  2,650  miles.  I  am  told 
that  the  manufacturers,  being  convinced  that  this  screw-threading  on  the  neck 
is  necessarily  a  source  of  weakness,  long  ago  abandoned  the  production  of 
necks  of  that  pattern;  but,  as  they  attempted  the  introduction  of  no  new 
device  in  welding  "  234*3 "  together  again,  I  supi>ose  that,  at  some  point 
between  the  2,000th  and  3,000th  mile  after  this  second  mending,  I  may  rea- 
sonably expect  that  the  nftck  will  break  a  third  time,  I  can  only  hope,  in 
such  case,  that  my  own  neck  may  not  get  broken  too  I  At  the  same  time  with 
this  second  mending  of  the  neck,  new  bearings  were  attached  to  the  fork,  and 
it,  together  with  the  backbone,  was  newly  nickeled.  The  lower  bearings  of 
the  front  wheel  were  also  renewed ;  a  new  axle,  new  hubs,  and  new  cranks 
were  added  thereto,  and  a  new  axle  and  new  cones  to  the  rear  wheel ;  a  filling 
was  ingeniously  inserted  to  reduce  the  size  of  the  socket  in  which  the  pivot  of 
the  neck  had  been  playing  for  4^72  miles ;  and  a  special  side-spring  was 
attached  to  hold  up  the  brake,  as  a  substitute  for  the  unsatisfactory  rubber- 
bands  previously  employed.  I  may  here  add  that  considerable  anno3rance  had 
been  given  me,  at  one  time  or  another,  by  the  jarring  out  of  the  brake^crews, 
and  on  the  occasion  of  a  certain  tumble  the  loosened  brake  itself  got  knocked 
out ;  but  for  the  last  1,300  miles  the  brake-screws  have  kept  perfectly  tight. 

I  think  that  the  first  time  one  of  my  cranks  worked  loose  was  on  the  5th 
of  August,  1881  (record,  3,000  miles),  as  a  result  of  letting  the  machine  fall 
heavily,  and  then  letting  myself  fall  heavily  upon  it.  A  few  blows  of  the 
hammer  put  the  crank  right  again,  and  the  trouble  has  never  been  renewed. 
That  same  date  was,  I  believe,  the  last  of  three  or  four  occasions  on  wliich  I 
have  caused  the  two  wheels  to  **  interfere " ;  and  my  remedy  in  such  cases 
has  been  to  pull  the  backbone  away  from  the  fork  by  main  strength,  which 
strength  some  friendly  spectator  has  helped  me  to  apply.  Less  than  900  miles 
of  riding  sufficed  to  wear  loose  the  second  set  of  bearings  on  my  front  wheel, 
and  I  learned,  at  the  manufactory,  that  the  "  shoulders  "  of  the  concave  cones 
needed  to  be  filed  down  in  order  to  have  them  "  take  hold  "  again,  in  obedi- 
ence to  the  tightening  of  the  cams.  I  know,  too,  from  my  experience  with 
the  first  set  of  bearings,  that  after  there  has  been  much  filing,  the  cams  them- 
selves will  fail  to  "  take  hold  "  unless  little  braces  of  iron  are  inserted  be- 
tween them  and  the  cones.  I  paid  a  Yonkers  blacksmith  half  a  dollar  for  a 
half-hour's  work  in  making  me  a  rude  pair  of  such  braces,  in  August,  1880, 
when  my  record  was  1,450  miles.  I  believe  my  record  was  5,580  miles  before 
I  broke  my  first  cam-bolt,  by  screwing  it  up  too  tightly,  though  I  twisted  off 
the  head  of  a  second  one  within  less  than  400  miles  afterwards.  Thus  the 
pair  of  extra  bolts  I  had  carried  so  long  were  utilized  at  last. 

COLUMBIA,  NO.  234.  41 

A  summary  of  the  parts  renewed,  as  described  in  the  foregoing  history  of 
"  Number  234,"  includes  handle-bar,  spring,  backbone,  step,  pedals,  cranks, 
hubs,  axles  and  cones  of  both  wheels,  tires,  bearings  of  fork,  neck  and  socket 
of  neck-pivot,  oil-cups,  spring-bolt,  pair  of  cam-bolts,  cam-braces,  screws  of 
step  and  brake,  one  long  spoke  and  one  short  spoke.  The  total  cost  of  these 
repairs  was  $43.65,  to  which  should  be  added  |20  for  nickel-plating.  The  Mc- 
Kee  &  Harrington  suspension  saddle,  which  proved  useless,  cost  $3.50; 
Pope  c>clometer,  $7 ;  handy  English  tool-bag,  $3 ;  Larason's  luggage-carriers, 
$1.50;  oil,  $1.25;  padlock  and  chain,  pair  of  pocket  oil-cans,  monkey-wrench, 
three  drinking-cups,  rubber  money-pouches,  rubber  cloth  and  bands,  cement, 
sheet  and  chamois  skins,  cost  altogether  $5.25,  making  a  total  for  "extras'* 
of  $21.50. 

As  regards  the  great  subject  of  "  clothes,"  the  bicycle  seems  to  me  a  most 
admirable  instrument  for  getting  the  final  service  out  of  garments  which  have 
passed  their  first  youth,  and  which,  except  for  it,  would  be  laid  aside  until 
sufficiently  moth-eaten  and  antiquated  to  deserve  "  giving  away  to  the  poor." 
It  is  a  sort  of  wheel  which  grinds  up  with  equal  relish  the  black  doeskin 
trousers  of  the  winter  ball-room  and  the  white-flannels  of  the  summer  hotel 
piazza,— concealing  with  equal  charity  the  champagne  stains  of  the  one  and 
the  ice-cream  smears  of  the  other.  I  find,  however,  that,  in  addition  to  the 
numerous  suits  of  "  old  clothes  "  which  I  have  reduced  to  rags  in  the  saddle, 
I  have  expended  for  distinctively  bicycling  habiliments  the  sum  of  $66,  as 
follows:  riding  costume  (green  velveteen  jacket,  hat  and  cap,  corduroy 
breeches  and  silk  stockings),  $29.50 ;  seven  white  flannel  shirts,  $22.50 ;  two 
pairs  of  white  flannel  knee-breeches,  $6.50;  six  pairs  of  riding  gloves,  $5.50. 

The  cost  of  transporting  the  machine  in  its  crate  for  1,600  miles,  on  a 
half-dozen  different  occasions,  has  been  $7.38.  The  fees  given  to  baggage- 
men, with  whom  I  and  my  wheel  have  ridden  5,535  miles,  together  with  a  few 
tolls  and  minor  taxes,  have  amounted  to  $9.  Express  charges  on  baggage 
while  touring  have  reached  a  similar  sum ;  and  I  have  paid  $3  for  rent  of 
hired  machines,  and  as  much  more  for  entrance  tickets  to  races  and  the  like. 
The  sum  total  of  all  these  figures  is  $181.53,  which  represents  the  direct  cost 
of  my  four  seasons'  sport,  in  addition  to  the  $234  paid  for  my  first  mount  on 
"  Number  234."  I  explained  in  the  previous  chapter  how  I  had  been  carried 
with  my  wheel  4»474  miles  on  land,  i,c6i  miles  on  water ;  and  that  the  dis- 
tances I  have  traveled  on  account  of  it  when  not  with  it  amount  to  2,000 
miles,  mostly  on  land.  If  three  cents  be  adopted  as  the  probable  average 
price  paid  per  mile  for  the  transportation  of  myself  through  this  entire  dis- 
Unce  of  7f535  miles,  the  sum  of  $226  is  obtained  as  the  indirect  expenses  of 
indulging  in  6,175  miles  of  bicycling.  That  assumed  "  mileage  "  may  be  a  lit- 
tle in  advance  of  the  true  one,  but  as  the  cost  of  my  personal  subsistence 
while  traveling  must  needs  have  been  somewhat  in  advance  of  what  its  cost 
would  have  been  had  I  stayed  at  home,  the  sum  specified  as  a  probable  esti- 
mate of  "  indirect  expenses "  certainly  cannot  be  greater  than  the  true  one. 


A  combination  of  all  these  figures  shows  $641  expended  during  four  years  in 
traveling  13,710  miles.  Of  this  exhibit  I  will  simply  say  that  I  only  wish  I 
could  always  be  sure  of  getting  as  much  fun  for  my  money ;  for  no  economist, 
in  counting  up  the  cost  of  his  pleasuring,  was  ever  better  satisfied  with  the 
result  than  I  am  now, — unless,  perhaps,  I  except  the  Arkansaw  Traveler. 

^  When  I  began  my  fifth  season  of  wheeling,  on  the  17th  of  April,  1S83,  t»y 
starting  on  a  three  days'  tour  from  Hartford  to  New  York,  I  little  anticipated 
that  the  old  wheel,  whose  history  during  6,000  miles  of  touring  had  been  de- 
tailed by  me  in  the  March  Wheelman^  was  destined  to  travel  almost  4,000 
miles  within  a  twelvemonth.  I  had  no  possible  idea  that  before  the  year 
was  out  I  should  drive  it  along  more  than  1,000  miles  of  "American  "  road- 
way protected  by  the  British  flag  (in  Canada,  New  Brunswick,  Nova  Scotia, 
Prince  Edward  Island,  Cape  Breton  and  Bermuda);  should  push  it  across 
the  borders  of  a  dozen  States  of  the  Union  (Maine,  Massachusetts,  Rhode 
Island,  Connecticut,  Michigan,  New  York,  New  Jersey,  Pennsylvania,  Mary- 
land, West  Virginia  and  Virginia);  and  should  force  its  ragged  tires  to  mark 
a  continuous  straightaway  trail  on  the  surface  of  the  earth  for  1,400  miles. 

Having  done  all  these  things,  however,  it  seems  proper  that  I  should 
tell  the  story  of  how  the  venerable  mechanism  stood  the  strain  thus  put  upon 
it,  and  of  what  its  condition  was  on  the  very  last  day  of  its  life  as  an  active 
roadster.  That  day  was  the  14th  of  April,  1884 ;  for  when  I  then,  at  half-past 
five  o'clock  in  the  afternoon,  dismounted  at  the  doorway  of  the  establish- 
ment where  "  Number  234  "  first  came  into  being,  I  was  given  the  assurance 
that  mortal  man  should  never  mount  it  more,  but  that,  on  the  other  hand,  it 
should  itself  be  allowed  to  mount  a  pedestal,  and  repose  there  forever  as  a 
relic — the  object  of  homage  and  reverence  from  all  good  wheelmen  who  may 
be  privileged  to  gaze  upon  its  historic  outlines.  Its  total  record  of  miles, 
when  I  unscrewed  from  its  axle  the  Pope  cyclometer  which  had  counted 
most  of  them  for  me,  was  10,082 ;  but  the'  peculiarity  of  the  record  consists 
not  so  much  in  the  fact  that  the  distance  considerably  exceeds  that  recorded 
by  any  other  wheel  in  America,  as  in  the  fact  that  the  riding  extended  along 
5,000  separate  miles  of  roadway,  situated  in  twenty-three  different  States  and 
Provinces.  Other  Americans  who  have  ridden  10,000  miles  (and  one  who 
has  ridden  1 5,000)  have  each  made  use  of  three  or  four  diiTerent  bicycles,  and 
have  failed  to  traverse  as  much  as  500  separate  miles  of  road. 

The  round  trip  of  60  miles  which  I  made  on  the  i6th  of  August,  going 
from  West  Springfield  to  Hartford  on  the  west  side  of  the  river  and  returning 
on  the  east  side,  was  chiefly  for  the  sake  of  having  the  cones  of  front  axle 
filed  and  refitted,  after  1,132  miles  of  usage  since  April,  and  a  new  brake 

iThe  remainder  of  this  chapter  was  printed  in  The  Sfnringfield  WheelmttCs  Gazette ,  April, 
1884,  pp.  2,  3,  4,  with  the  title  :    "  The  Last  Days  of  '  No.  234'." 

COLUMBIA,  NO.  234.  43 

added,  as  the  original  spoon  was  pretty  well  worn  out.  On  the  return  trip, 
in  the  dusk  of  evening,  the  spreading  roots  of  a  tree  on  a  certain  sidewalk. 
produced  a  severe  fall,  which  caused  the  wheels  to  overlap  one  another,  until 
palled  apart  by  main  strength.  As  a  sequel  to  this  pulling  process  there 
appeared  next  day  a  very  slight  crack  on  the  upper  side  of  the  backbone,  six 
or  seven  inches  from  the  head.  A  ride  of  five  miles  on  a  smooth  road  did 
not  perceptibly  increase  the  crack,  however,  and  I  began  to  hope  that  no 
serious  break  was  betokened,  until  my  first  sudden  stoppage  in  a  sand-rut 
proved  the  hope  to  be  a  vain  one.  After  that,  the  crack  broadened  and  the 
overlapping  increased  at  every  dismount,  until  at  last  the  rear  wheel  entirely 
refused  to  trail  behind  its  leader.  Nothing  was  left  for  me,  therefore,  but  to 
send  the  machine  back  to  Hartford  for  a  new  backbone ;  and  I  improved  the 
occasion  to  order  a  new  steering-head  with  it,  for  the  old  head  (of  a  pattern 
no  longer  used)  had  been  jarred  very  nearly  to  the  breaking  point — ^judging 
by  the  number  of  miles  that  had  been  required  to  cause  fracture  on  the  two 
previous  occasions.  The  first  break  in  the  backbone  itself  happened  on  the 
under  side  thereof,  two  years  before,  when  I  had  ridden  2,993  miles ;  and, 
after  its  repair,  I  rode  4,392  miles  before  the  appearance  of  this  second  break, 
on  the  upper  side.  The  record  of  the  new  backbone,  when  I  took  my  final 
ride  with  it,  was  2,697  miles.  As  the  insertion  of  the  new  head  required  the 
fork  to  be  heated,  a  new  coat  of  nickel  was  then  applied  to  the  same.  The 
new  head  also  required  that  the  spring,  whose  end  was  attached  to  a  clip, 
sliding  on  the  backbone,  should  be  replaced  by  one  of  modern  design. 

A  village  blacksmith  in  Canada  supplied  my  next  demand  for  repairs,  on 
the  15th  of  October,  by  welding  together  the  handle-bar,  which  snapped  off 
sqaare  at  the  right  side  of  the  fork,  as  a  result  of  my  letting  the  wheel  plunge 
down  a  grassy  slope  and  strike  the  handle  upon  a  stone.  Four  days  later, 
another  blacksmith  fitted  some  iron  plates  or  washers  behind  the  bearing- 
boxes,  for  the  shoulders  of  these  had  been  filed  down  so  far,  to  offset  the 
wear  of  the  upper  bearings,  that  the  cams  would  no  longer  hold.  Further 
filings,  in  the  course  of  the  next  week's  journey,  almost  obliterated  the 
"coned  "  character  of  the  boxes  and  reduced  them  nearly  to  the  condition  of 
fiat  pieces  of  metal ;  so  that  at  Cazenovia,  1,488  miles  from  the  time  of  the 
repairs  at  Hartford,  I  was  forced  to  make  my  first  experiment  with  rawhide 
as  a  material  for  bearings.  This  substance  becomes  pliable  after  several  hours' 
soaking  in  water,  and  strips  of  it  can  then  be  fitted  between  the  upper  side 
of  the  axle  and  the  ends  of  the  fork,  to  compensate  for  the  wear  of  the  coned 
surfaces.  When  dry,  the  rawhide  is  about  as  durable  and  unyielding  as  steel ; 
but,  as  I  took  a  ride  of  eight  miles  within  a  few  hours  after  applying  it  to  the 
axle,  and  continued  my  journey  early  the  next  morning,  the  strips  gradually 
worked  out  of  their  places  and  protruded  from  the  sides,  where  they  attracted 
enough  moisture,  in  an  all-day's  ride  through  the  rain,  to  still  further  impair 
their  usefulness.  After  215  miles'  usage,  therefore,  I  replaced  them  with  new 
strips ;  and,  though  I  waited  only  twelve  hours  for  these  to  harden,  they  kept 


in  position  and  rendered  good  senncc  without  further  attention  for  the  re* 
jnaining  994  miles  of  my  record.  I  doubt  if  1  should  have  been  able  to  finish 
this  without  new  cones  on  the  fork,  unless  I  had  resorted  to  the  rawhide. 
Such  resort,  however,  I  do  not  venture  to  recommend  except  for  bearings 
which  are  very  badly  worn ;  and  I  should  say  that  at  least  twenty-four  hours 
ought  to  be  allowed  for  hardening,  after  the  damp  strips  have  been  applied 
to  the  axle.  I  may  add  that  rawhide  is  an  article  not  readily  procurable,  for 
I  learned  that  in  the  whole  of  Syracuse,  which  is  a  city  of  60,000  people,  there 
was  only  one  place  (a  trunk-maker's)  where  it  could  be  obtained. 

The  tow-path  of  the  Delaware  and  Hudson  Canal,  a  few  miles  from 
Honesdale,  was  the  scene  of  the  worst  mishap  that  ever  befell  **  Number 
234,"  and  its  escape  from  complete  destruction  then  will  always  seem  to  me 
like  a  miracle.  A  pair  of  mules,  standing  on  the  outer  side  of  the  path, 
appeared  to  have  their  attention  so  entirely  absorbed  by  the  feed-baskets 
wherein  their  noses  were  plunged,  that  I  presumed  they  would  not  notice  my 
approach  from  behind,  and  I  accordingly  ventured  to  ride  across  the  tug-rope 
connecting  them  with  the  boat.  No  sooner  had  I  done  this  than  some  evil 
impulse  led  the  brutes  to  pause  in  their  repast  and  take  a  contemplative  g2ue 
at  the  surrounding  scenery.  I  dismounted  at  the  moment  when  I  saw  them 
turn  their  heads ;  but,  in  the  self-same  instant  of  time,  they  gave  a  tremen- 
dous jump  forward ;  the  rope  parted  under  the  sudden  strain,  the  flying  end 
thereof,  glancing  from  my  back,  whipped  itself  into  a  knot  around  the  right 
handle  of  my  bicycle,  and,  quicker  than  I  could  say  "  Jack  Robinson,"  the 
beloved  form  of  "  Number  234  "  was  receding  into  the  distance,,  as  fast  as  a 
pair  of  runaway  mules  could  bang  it  along  the  stones  of  the  tow-path.  They 
were  excited  enough  to  have  willingly  helped  it  "  beat  the  record "  by 
dragging  it  "without  stop  for  a  hundred  miles,"  or  until  they  reached  the 
Hudson  River ;  but  a  lock-house  chanced  to  intervene  at  the  distance  of  an 
eighth  of  a  mile,  and  the  keeper  thereof  rushed  out  and  brought  their  mad 
race  to  an  end.  Just  about  as  he  seized  hold  of  them,  the  front  wheel  came 
against  the  plankihg  of  a  bridge  with  a  tremendous  thump ;  but  I  was  so  far 
in  the  rear  that  I  could  not  see  whether  this  helped  to  cause  the  stoppage ; 
and  I  wa??  9,f\  excited  and  distressed,  when  I  rushed  up  to  view  the  mangled 
remains  of  ihe  wreck,  that  I  cannot  remember  whether  the  jar  of  the  collision 
sufficed  to  release  the  knotted  rope  from  the  handle.  I  only  recall  that  the 
machine  w;is  lying  quietly  there  on  the  bridge,  and  that  the  lock-tender,  a  few 
rods  beyond,  was  driving  away  the  morning  mist  by  the  warmth  of  his  curs- 
ings at  the  mules. 

"  I  am  older  than  some  sorrows," — ^for  no  traveler  on  Life's  highway  ever 
gets  past  its  half-way  stone,  which  marks  the  beginning  of  the  down-grade 
leading  towards  the  place  called  Seventy,  without  having  experiences  that 
cause  him  to  grieve; — ^but  I  cannot  recollect  another  moment  of  my  existence 
when  1  felt  30  thoroughly,  intensely,  desperately  "sick,"  as  that  moment  on 
the  low* path,  out  in  the   wilds  of  Pennsylvania,  when  "  Number  234  "  was 

COLUMBIA,  NO.  234.  45 

whisked  out  of  my  hands,  like  an  object  in  the  *'  transformation  scene ''  of  a 
pantominie.  With  its  destruction,  which  seemed  inevitable,  many  of  my 
cherished  hopes  and  plans  would  fall  in  a  common  ruin.  I  should  never 
again  be  likely  to  have  a  continuous  trail  extending  for  900  miles  behind  me, 
andt  simultaneously,  a  fairly  good  road  of  500  miles  stretching  straightaway 
before  me.  I  could  never  again  reasonably  expect  to  **  beat  the  record  "  of 
coned-bearing  machines,  or  to  win  the  right  of  putting  together  a  book  called 
*•  Ten  Thousand  Miles  on  a  Bicycle  "  I  The  thought  of  my  own  reckless 
folly,  in  bringing  about  the  disaster,  filled  my  soul  with  bitterness,  as  I 
hurried  dolefully  along  after  the  runaways.  Other  greater  afflictions  I  had 
endured  cheerfully  as  inexorable  decrees  of  Fate,  for  which  I  was  not  respon- 
sible ;  but  here  was  a  calamity  which  I  had  definitely  and  deservedly  brought 
upon  myself.  So  absorbing  was  my  exasperation  on  this  score  that  the 
thought  of  my  own  personal  peril  in  the  case  did  not  occur  to  me  till  later  in 
the  day.  The  driver  of  the  boat  appreciated  it,  however,  and  his  pleasure  at 
seeing  me  escape  with  my  life  was  great  enough  to  prevent  his  getting  angry 
with  me  for  the  trouble  which  my  mishap  caused  him.  Had  not  his  tow-line 
been  an  old  and  weak  one,  which  gave  way  at  the  first  jerk,  I  myself  should 
necessarily  have  been  pitched  into  the  canal,  and  if  the  bicycle  had  been 
thrown  in  on  top  of  me,  or  if  I  had  come  into  contact  with  the  boat  while 
under  water,  I  should  probably  have  been  killed.  On  the  other  hand,  if  the 
flying  end  of  the  severed  rope  had  chanced  to  bind  my  arm  to  the  bicycle,  in- 
stead of  simply  knotting  around  the  handle,  I  should  have  had  my  own  broken 
bones  to  bewail,  instead  of  "Number  234 's/'  as  the  mules  careered  along. 

And  now  I  come  to  the  miracle  in  the  case,  for  not  a  single  part  of  the 
machine  was  really  broken!  Though  bent  and  cracked  and  scratched  and 
badly  demoralized  in  its  several  parts,  my  beloved  bicycle  had  survived  this 
crucial  test, — ^had  maintained  its  integrity  as  a  whole,  and  was  still  ridable  I 
The  handle-bar  was  doubled  back,  and,  when  I  bent  it  into  its  place  again,  it 
cracked  where  the  splice  had  recently  been  made,  and  soon  broke  off  entirely. 
I  therefore  steered  with  a  wagon-spoke  for  the  next  eight  miles,  until  I 
reached  a  blacksmith  shop  where  I  could  get  the  bar  rewelded.  The  crank 
and  pedal-pin  on  the  right  side  were  considerably  bent,  and  the  axle  was  de- 
flected from  a  true  line,  while  the  rim  was  bent  and  cracked  at  the  point 
where  it  struck  the  bridge,  and  two  or  three  of  the  adjacent  spokes  were 
thereby  loosened  and  made  useless.  One  of  them  broke  off  a  few  days  later, 
and  I  gave  it  for  a  keepsake  to  a  rider  in  Carlisle.  The  iron  plate  of  the 
long-distance  saddle — with  which  I  began  the  season  of  '83,  and  which  served 
me  satisfactorily  to  the  last — ^was  cracked  in  two  places,  so  that  it  never  after- 
wards could  be  screwed  with  perfect  firmness  to  the  spring.  One  end  of  the 
wire  of  my  Lamson  luggage-carrier  was  also  twisted  off,  but  the  carrier,  like 
the  saddle,  I  nevertheless  kept  in  service  until  the  very  last  day  of  the  record. 
That  my  heavy  roll  of  luggage  was  not  shaken  apart  and  scattered  along  the 
path,  seemed  by  no  means  the  least  remarkable  incident  of  the  runaway. 


At  Port  Jervis,  on  the  day  following,  I  met  the  new  handle-bar,  which  I 
ordered  at  the  time  of  the  first  breakage  in  Canada,  and  it  stood  by  me  to  the 
end,  without  further  accident.  The  old  bar  I  gave  to  a  local  wheelman  who 
befriended  me,  and  who  said  he  would  religiously  preserve  it  as  a  relic  of 
"  the  first  American  tour  of  a  thousand  miles  straightaway," — ^for  I  completed 
that  distance  at  four  o'clock  in  the  afternoon  of  the  day  when  the  old  bar 
(whose  entire  record  was  6,798  miles)  served  for  the  last  time  as  my  tiller. 
The  town  of  Staunton,  in  Virginia,  where  my  monumental  ride  was  com- 
pleted, on  the  22d  of  November,  marks  the  end  of  the  macadamized  roadway 
which  stretches  through  the  Shenandoah  Valley,  and  is  continuously  ridable 
from  Greencastle,  the  border  town  of  Pennsylvania,  a  distance  of  1 50  miles. 
As  a  muddy  clay  of  indescribable  tenacity  was  prohibitory  of  progress  beyond 
Staunton,  I  abandoned  all  idea  of  pushing  on  to  the  Natural  Bridge,  and  de- 
cided to  wheel  back  down  the  valley,  and  so  home  to  New  York.  But  the 
bulge  in  the  rim,  resulting  from  the  accident  with  the  mules,  was  sufifidently 
pronounced  to  give  mc  a  definite  jolt  at  each  revolution  of  the  wheel  during 
the  463  miles  subsequently  traversed  in  reaching  the  goal ;  and  I  thought  that, 
before  beginning  the  return  journey,  I  might  perhaps  remedy  the  matter  a 
little  by  "  tightening  up  the  spokes."  It  was  my  first  experience  of  the  sort, 
and  it  proved  quite  effectual, — ^though  not  in  the  manner  intended.  When  I 
had  completed  the  tightening  process,  I  found  the  rim  was  so  badly  twisted 
that  it  would  not  revolve  in  the  fork  at  all ;  and  my  later  efforts  to  "  un- 
buckle "  it  were  quite  in  vain,  though  I  snapped  another  spoke  in  making 

"  Number  234  "  was  thus  at  last  entirely  disabled, — having  survived  the  at- 
tack of  the  mules  only  to  fall  a  victim  to  my  own  mechanical  awkwardness.  A 
man  from  a  carriage  shop,  who  was  recommended  to  me  as  the  most  skilful 
mechanic  in  town,  said  he  would  not  even  undertake  the  task  of  straightening 
the  wheel  for  less  than  five  dollars,  and  that  he  would  not  agree  to  finish  the 
task  for  any  possible  sum.  I  knew  indeed  that  no  one  outside  of  Hartford 
would  have  the  patience  to  really  put  it  to  rights  again,  and  I  am  told  that  the 
expert  machinist  who  there  did  in  fact  take  it  in  charge  had  a  sad  and  solemn 
time  in  bringing  it  once  more  into  ridable  shape.  I  drove  it  from  Hartford 
to  New  York  in  the  early  part  of  December,  and,  at  the  close  of  the  month, 
rode  a  hundred  miles,  on  the  snow  and  ice,  in  the  region  around  Springfield, 
without  having  a  fall.  I  expected  then  to  do  no  more  touring  with  it,  but  to 
run  off  the  few  remaining  miles  needed  for  a  "  record  "  in  short  spins  of  an 
hour  or  two  at  a  time ;  yet  when  next  I  set  eyes  on  the  wheel,  on  the  6th 
of  March,  it  was  in  the  hold  of  a  steamer  starting  on  a  700-mile  voyage  for 
Bermuda.  Before  I  had  been  there  twenty-four  hours,  the  sudden  turning  of 
a  team  in  front  of  me  forced  me  to  make  a  quick  backward  dismount,  and 
then  fall  forward  with  my  full  weight  on  the  fallen  machine.  The  result  of 
this  was  such  a  severe  bend  or  crack  in  the  right  end  of  the  axle  that  a  com- 
pensating bend  had  to  be  made  in  the  crank  before  the  wheel  would  revolve. 

COLUMBIA,  NO.  234.  47 

On  the  following  day  the  little  tire  worked  loose,  for  the  first  time  in  its  his- 
tory ;  and,  for  the  first  time  in  my  experience,  I  made  use  of  cement  in  re-set- 
ting it.  I  was  obliged  to  ride  ten  miles  before  reaching  the  cement,  however, 
and  as  the  tire  had  been  literally  worn  to  shreds,  and  as  my  supply  of  string 
was  rather  limited,  the  tattered  india-rubber  would  occasionally  bulge  out 
from  the  rim  far  enough  to  strike  the  fork,  and  thus  call  my  attention  to  its 
sad  condition.  In  the  large  tire,  also,  an  indentation,  at  the  point  where  the 
two  ends  had  been  worn  away,  caused  a  definite  jar  at  each  revolution  of  the 
wheel  during  its  last  600  miles.  The  tires  were  both  applied  in  August,  1880, 
and  made  a  total  record  of  8»6oo  miles.  The  splice  in  the  little  one  never 
gave  any  signs  of  coming  apart ;  whereas  the  ends  of  the  big  tire  had  to  be 
many  times  sewed  together  and  glued  down,  until  quite  a  deep  indentation 
was  made.  Cement  was  applied  on  several  occasions  when  general  repairs 
were  in  progress ;  but,  with  the  one  exception  noted,  neither  of  the  tires  ever 
gave  me  any  trouble  by  working  loose  on  the  road,  or  forced  me  to  personally  ■ 
apply  the  cement.    The  little  one  was  finally  worn  down  nearly  to  the  rim. 

The  coned  pedals  which  I  pushed  for  the  first  1,480  miles,  in  1879-80, 
were  brought  into  service  again  for  my  straightaway  tour  of  1,422  miles  and 
the  subsequent  ride  from  Hartford  to  New  York ;  after  which  I  presented 
them  to  Mr.  Canary,  the  professional  trick-rider,  as  a  "  long-distance  "  me- 
mento.  The  exactly  similar  pedals  which  I  used  on  **  the  last  day,"  and  so 
left  attached  to  the  machine,  therefore  have  a  record  of  7,062  miles.  I 
have  been  told  by  an  authority  on  such  matters  that  one  of  the  most  notable 
things  in  the  history  of  "  Number  234  "  is  the  fact  that  such  great  distances 
were  traversed  without  any  breakage  of  pedal-pins;  and,  considering  the 
rough  usage  and  great  strains  which  they  endured,  it  does  appear  to  me  rather 
remarkable.  0!d  age  did  not  seem  to  impair  the  accuracy  of  my  Pope  cyclom- 
eter, for,  in  riding  to  Coney  Island,  on  the  24th  of  March,  when  I  crossed  the 
Brooklyn  Bridge  for  the  first  time,  I  tested  it  at  each  of  the  ten  half-mile 
stones  on  the  Boulevard,  and  found  it  did  not  vary  more  than  a  sixteenth  of 
a  mile  for  the  whole  distance. 

It  had  been  my  intention  that,  when  its  10,000  miles  were  finished,  the 
old  machine  should  be  "  rebuilt,"  with  the  latest  improvements.  I  designed 
to  have  new  bearings,  cranks,  pedals,  tires,  axle,  fork,  brake,  saddle,  handle- 
bar, and  handles, — the  original  rims  and  wires  of  1879  and  the  backbone, 
head  and  spring  of  1883  being  retained  as  a  basis  for  the  **  reconstruction." 
When,  however,  the  rim  in  whose  rigidity  my  long  experience  had  given  me 
entire  confidence,  was  spoiled  by  the  runaway  mules,  I  submitted  to  destiny 
and  decided  to  accept  a  new  machine.  The  Expert  Columbia  bicycle,  on  the 
left  side  o£  whose  fork  may  be  seen  the  inscription  "  Number  234,  Jr.,"  is  a 
close  copy  of  the  old  original,  as  regards  size  and  finish  ;  but  the  makers 
assure  me  that  it  will  be  happily  different  from  it  in  having  much  less  "  his- 
tory" for  me  to  record.  My  experience,  in  having  thoroughly  worn  out  a 
bicycle  of  the  earlier  pattern,  will  at  all  events  qualify  me  to  appreciate  the 



'*  improvements  ^  that  have  come  into  vogue  during  recent  years,  and  to  in- 
telligently compare  the  new  with  the  old, — in  regard  to  durability  as  well  as 
in  regard  to  personal  comfort.  I  trust,  too,  that  the  new  Forty-Six  may  have 
the  power  of  the  old  one  for  inspiring  my  friend,  the  Small  Boy,  to  enliven  its 
pathway  with  outbursts  of  wit  and  humor.  Had  I  elected  to  ride  a  52-incher, 
I  never  more  could  hope  to  hear  myself  designated  as  "  the  big  man  on  the  lit- 
tle bicycle."  On  the  morning  of  my  very  last  day  with  "  Number  234  " — ^when 
I  heard  the  children  cry  :  "  Oh,  see  the  little  bicycle  I  It's  a  new  one !  All 
silver  I" — I  felt  amply  repaid  for  my  years  of  industrious  polishing  on  the 
nickel  plate.  But  the  most  amusing  comment  was  reserved  for  the  afternoon. 
Within  a  half-mile  of  the  place  where  I  made  my  final  dismount,  the  happy 
captor  of  "  the  first  snake  of  spring ''  ceased  for  an  instant  to  pull  the  cord 
which  was  dragging  the  wriggling  reptile  along  the  walk ;  and  then  he  shouted 
after  me  :  "  There  goes  a  greenhorn  I "    And  that  was  the  very  last  word. 

Addendum,  April  14,  1885. — Pilgrims  to  the  metropolis,  who  may  cr«ve  the  privflege  of 
humbly  laying  their  wreaths  of  laurel  and  holm-oak  upon  the  venerated  head  of  the  subject  of 
this  chapter,  will  find  "  Number  234  "  standing  in  state,  in  the  show-window  of  the  Pope 
Manufacturing  Company's  city  office  and  salesroom,  at  No.  12  Warren  st.  This  is  a  few  rods 
west  of  Broadway,  opposite  the  little  park  which  contains  the  City  Hall  and  the  Court  House  ; 
and  the  central  position  of  the  park  may  be  still  further  impressed  upon  the  stranger's  mind  by 
the  fact  that  the  stately  Post  Office  Building  forms  its  southern  boundary,  while  the  entrance  to 
the  great  Brooklyn  Bridge  is  upon  its  eastern  side.  At  the  doorway  of  the  salesroom,  surmount- 
ing a  heap  of  immortelles  (to  which  are  attached  the  visiting-cards  of  America's  greatest  warriors, 
statesmen  and  poets),  the  explorer  will  observe  a  placard,  bearing  the  following  legend  : 

"*  Columbia,  No.  234.'  This  machine,  which  was  mounted  for  the  first  time  by  Kari 
Kron,  on  the  29th  of  May,  1879,  h^  l^^o  driven  by  him  a  distance  of  10,082  miles,  as  measured 
by  Pope  cyclometer,  his  final  ride  having  been  taken  on  the  14th  of  April,  1S84.  In  making 
this  record,  upwards  of  5,000  distinct  miles  of  American  roadway  have  been  traversed,  including 
1,100  miles  in  the  British  Possessions.  Exact  descriptions  of  these  roads  will  be  published  in 
'  Ten  Thousand  Miles  on  a  Bicycle.'  The  record  of  miles  for  each  of  the  five  years  was  as  fol- 
lows :  1879,  fi"^*  y«">  74*  miles;  1880,  second  year,  1,474  miles ;  1881,  third  year,  1,956  miles; 
1882,  fourth  year,  2,002  miles;  1883,  fifth  year,  3,534  miles.  During  the  final  twelve  months, 
ending  with  the  14th  of  April,  1884,  the  record  was  3,840  miles.  On  the  ixth  of  October,  1883, 
when  the  machine  had  a  total  record  of  8,228  miles,  it  made  a  day's  record  of  100  miles  straighta- 
way through  Canada,  and  on  the  day  after  its  10,000  miles'  record  was  completed,  it  was  ridden 
from  Stamford  to  Cheshire,  Conn.  (55  miles  of  hilly  and  sandy  roads),  within  a  period  of  twelve 
hours.  The  present  tires  were  applied  to  the  rims  in  August,  1880,  and  have  traversed 
8,6oS  miles  in  23  different  States  and  Provinces,  without  once  coming  loose  while  on  the  road. 
Between  the  8th  of  October  and  the  aad  of  November,  1883  (embracing  36  days  of  actual  riding, 
during  the  first  14  of  which  635  miles  were  traversed  in  Canada,  ending  at  Ogdensburg),  this 
bicycle  was  driven  from  Detroit,  Mich.,  to  Staunton,  Va.,  making  a  continuoiu  straightaway 
trail  of  1,400  miles,  equivalent  to  one-eighteenth  of  the  entire  circumference  of  the  globe.  This 
IS  by  far  the  longest  continuous  trail  yet  reported  of  a  bicycle  in  any  part  of  the  worid,  and  the 
tires  which  made  it  had  traversed  6,600  miles  before  beginning  the  journey." 

At  the  very  time  when  the  above  statement  was  put  in  type,  however,  the  tires  of  another 
Columbia  bicycle  were  tracing  upon  the  surface  of  this  continent  another  straightaway  trail, 
nearly  three  times  as  long,  connecting  the  Pacific  ocean  with  the  Atlantic.  Between  April  22 
and  August  4, 1884,  Thomas  Stevens  pushed  his  wheel  every  rod  of  the  way  from  San  Francisco 
to  Boston,  estimating  the  length  of  his  route  (for  he  carried  no  cyclometer)  as  3,700  miles. 


MY  234  RIDES  ON  "NO.  234."* 

This  magazine  for  February  contained  a  chronological  report  of  my 
travels  during  "  Four  Seasons  on  a  Forty-Six,"  and  the  March  issue  gave  a 
minate  description  of  the  manner  in  which  this  "Columbia  No.  234"  had 
stood  the  strain  thus  put  upon  it  in  being  pushed  upwards  of  6,000  m. 
through  fifteen  different  States.  It  remains  for  the  present  article  to  finish 
the  story,  by  making  exhibition  of  my  various  rides  and  riding  experiences,  so 
classed  together  according  to  character  as  to  be  most  significant  and  instruct- 
ive, and  also  by  offering  such  facts  about  my  personal  physique  and  habits 
of  life  as  may  be  deemed  helpful  to  a  proper  understanding  of  the  record. 
By  way  of  introductory  peace-offering,  I  may  venture  to  bring  out  this  modest 
little  triolet,  snatched  from  under  the  snows,  where  it  had  naturally  suffered  a 
stiffening  of  its  component  parts  : — 

Though  my  rides  on  "  Two-Thirty-Four  " 

Are  by  no  means  monumental, 
Please  again  hear  some  more 
Of  my  rides,  just  two-thirty-four ; 
Please  don't  say,  "What  a  bore! 

We  care  not  a  continental 
For  your  rides  on  *  Two-Thirty-Four,* — 

They're  by  no  means  monumental !  " 

When  I  finished  my  wheeling  for  1882,  on  the  evening  of  Saturday,  De- 
cember JO, — ^with  a  record  of  46  m.,  for  the  day,  2,002  m.,  for  the  year,  and 
6,175  ra.,  for  the  four  years, — I  found  that  the  number  of  days  on  which  I  had 
mounted  the  wheel  was  '*two  hundred  and  thirty-four,"  though  I  never 
noticed  the  coincidence  until  I  came  to  need  a  title  for  the  present  article. 
On  40  of  these  days  I  rode  between  30  and  40  m.,  on  27  I  rode  between  40 
and  50  m.,  on  14  I  rode  between  50  and  60  m.,  and  five  times  I  exceeded  the 
latter  distance, — my  longest  day*s  ride  being  73  m.  If  I  exclude  the  rec- 
ord of  my  first  season  (742  m.,  distributed  among  47  days,  on  only  four  of 
which  did  my  riding  amount  to  as  much  as  30  m.),  it  will  be  seen  that  my  rec- 
ord during  the  three  years,  188062,  shows  5,433  m.,  on  187  days,  or  an  aver- 
age ride  of  just  29  m.  On  92  of  these  da3rs,  or  about  half  of  all,  I  have 
ridden  30  m.  or  more,  as  above  specified ;  on  40  of  the  remainder  I  have  rid- 
den between  30  and  20  m. ;  on  36  I  have  ridden  between  20  and  10 m. ;  and  on 
the  remaining  19  days  my  record  has  been  less  than  that,  including  seven 

iFrom  The  WhetlmoH,  April,  1883,  pp.  56-66. 



days  on  which  it  was  less  than  five  miles, — the  shortest  record  of  all  being  a 
mile  and  a  quarter. 

My  first  definite  attempt  at  a  long  ride  was  made  on  the  4th  of  May,  18S0, 
when  the  weather  chanced  to  be  extremely  hot.  I  wheeled  22  m.  to  Tarry- 
town  in  six  hours, — ending  a  half-hour  after  mid-day, — and  z\  m.  back  again 
in  four  hours  and  a  half,  ending  at  7.30  o'clock ;  after  which  I  tried  the  Boule- 
vard until  9,  in  order  to  bring  my  day's  record  up  to  soj  m.  1  did  not  better 
this  until  the  17th  of  September  following,  on  the  morning  of  which  day,  at 
7  o'clock,  I  mounted  at  a  farm-house,  16  m.  west  of  Buffalo,  and  rode  two 
hours  and  a  quarter  (15  m.),  to  Silver  Creek,  where  I  stopped  an  hour  for 
breakfast;  then  12m.  more  (two  hours)  to  Fredonia,  where  I  stopped  two 
hours  for  dinner ;  at  Westfield,  1 5  m.  further,  I  halted  half  an  hour,  till  5 
o'clock ;  then  rode  another  1 5  m.  in  another  two  hours,  to  North  East,  making 
from  the  start  a  trifle  more  than  57  m.  in  a  trifle  more  than  twelve  hours, 
whereof  four  hours  had  been  given  to  rests.  As  my  baggage  was  at  the  Reed 
House,  in  Erie,  about  16  m.  further  on,  and  as  the  road  was  said  to  continue 
smooth  and  level,  and  the  moon  promised  occasionally  to  shine,  I  rode  or 
walked  that  additional  distance  between  8  and  11.30  p.  m.,  and  so  made  a  rec- 
ord of  73  m.,  which  has  remained  my  "  best "  ever  since.  Had  the  wind  been 
with  me  rather  than  against  me  during  the  twelve  hours  of  daylight,  I  am 
confident  I  should  have  covered  the  whole  distance  in  that  time,  even  with  a 
third  of  the  interval  spent  in  repose ;  and  I  think,  under  similarly  favorable 
conditions,  I  could  ride  100  m.  straightaway  by  daylight  on  that  track,  if  I 
really  exerted  myself  to  do  so.  Though  I  had  but  four  hours'  sleep  that 
night,  I  felt  sufficiently  fresh  next  day  to  ride  45  m.  further  to  Ashtabula,  be- 
tween 9.30  A.  M.  and  8  p.  m.,  making  118  m.  within  37  hours;  and  only  once 
since  then  have  I  made  a  better  record  for  two  days,  and  that  only  a  mile 
better.  On  the  previous  day  I  had  ridden  from  Niagara  (38  m.),  so  that  m 
three  days  I  made  a  straight  push  of  156  m.  through  the  territory  of  three 
different  States. 

The  nearest  approach  since  made  to  this  was  my  ride  of  1 54  m.  through 
Massachusetts,  on  the  first  three  days  of  June,  188 1,  after  having  ridden 
133  m.  on  the  last  four  days  of  May,  and  penetrated  the  borders  of  New 
Hampshire  and  Maine.  This  was  the  first  case  of  my  tnounting  the  wheel  for 
seven  successive  days,  and  the  record  of  287  m.  (whereof  1 19  m.  belonged  to 
the  final  37  hours)  still  remains  my  best  for  that  period.  My  next  continuous 
week  of  riding  was  just  a  year  later,  and  amounted  to  251  m.,  whereof  75  m. 
were  run  off  in  Chicago,  on  the  last  three  days  of  May,  and  the  remaining 
177  m.  in  a  straight  push  among  the  hills  of  Kentucky,  on  the  first  four  days 
of  June.  My  third  ride  of  a  week,  as  described  in  the  January  issue  of  this 
magazine,  was  made  continuously  on  the  soil  of  New  York,  from  Syracuse  to 
Waverly,  beginning  September  28,  and  covering  280  m,  though,  as  it  begun 
and  ended  at  noon,  there  were  parts  of  eight  calendar  dAf&  devoted  to  it. 
Next  to  these  records  must  be  ranked  my  six  days'  ride  of  204  m., — ^up  the 

MV  234  RIDES  ON  ''NO.  234."  51 

Connecticut  valley,  across  to  Lake  George,  and  down  the  Hudson  valley  to 
Hudson, — August  22-27,  1S81 ;  and  my  six  days*  ride  of  203  m.  ''along  the 
Potomac,"  October  22-27,  1881.  There  were  no  essential  repetitions  made 
in  either  of  the  last-named  tours;  but  the  railroad  had  to  be  resorted  to  in 
both  cases,  so  that  the  tracks  were  neither  of  them  absolutely  continuous 
ones.  Indeed,  the  longest  uninterrupted  path  I  have  traversed  over  was  that 
connecting  Syracuse  with  Waverly,  for  my  wheel  rolled  over  every  foot  of  the 
distance,  and  all  the  repetitions  indulged  in  could  not  have  much  exceeded  a 
dozen  miles.  Here,  too,  I  may  be  allowed  the  parenthetical  remark  that  I 
should  be  glad  to  see  the  long-distance  club-riding  of  1883  assume  the  phase 
of  rivalry  in  respect  to  length  of  straightaway  tracks  covered,  or  at  least  in 
respect  to  length  of  roundabout  tracks,  which  admit  of  no  second  usage.  Let 
the  ambitious  long-distance  club-men  cease  their  vain  repetitions  over  short 
circuits  and  well-known  stretches,  and  henceforth  strive  rather  to  show  how 
great  a  stretch  of  actual  country  they  can  push  themselves  across,  in  a  single 
definite  direction,  within  the  limits  of  a  single  calendar  day  1 

The  third  and  last  time  in  1880,  when  I  rode  as  much  as  50  m.  in  a  day, 
was  on  the  24th  of  September,  when  I  finished  my  tour  of  495  m.  by  wheeling 
across  the  hills  of  New  Jersey,  from  Stanhope  to  Washington  Square,  53J  m. 
There  were  seven  other  days  in  that  year  on  which  I  rode  upwards  of  40  m. 
and  nineteen  days  in  1881  whereof  the  same  can  be  said.  The  ten  of  these 
which  had  a  record  of  50  m.  or  more  were  as  follows :  March  5,  on  the 
asphalt  of  Washington,  with  the  right  end  of  the  handle-bar  broken  off,  7  a. 
M.  to  10  p.  M.,  66i  m. ;  April  30,  Orange,  Newark,  and  New  York,  9  a.  m.  to 
8  P.  M.,  50J  m. ;  June  2,  Boston,  Cambridge,  Lexington,  Waltham,  Framing- 
ham,  and  Northboro,  9  A.  M.  to  8  p.  M.,  54!  m. ;  June  3,  Northboro,  Worces- 
ter, Ware,  and  West  Springfield,  5.35  a.  m.  to  9.45  p.  m.,  64i  m. ;  August  22, 
West  Springfield,  Greenfield,  Brattleboro,  and  Putney,  7  a.  m.  to  7.10  p.  M., 
52I  m. ;  August  26,  Fort  Edward,  Albany,  and  Schodac,  5.35  A.  M.  to  7.55  p. 
M.,  57ini.;  September  7,  Sayville,  Hicksville,  Flushing,  and  New  York, 
52jni.;  October  23,  Frederick,  Williamsport,  and  Lock  No.  59  on  Chesa- 
peake and  Ohio  Canal,  6.45  A.  M.  to  5.35  p.  m.,  54  m. ;  October  26,  Point  of 
Rocks  and  Washington,  6  a.  m.  to  9  p,  m.,  $o\  m. ;  December  21,  Orange, 
Newark,  and  Washington  Square,  10.30  a.  m.  to  9  p.  m.,  60}  m.  In  1882  there 
were  17  days  in  which  my  record  exceeded  40  m.,  and  the  half-dozen  of  these 
in  which  it  reached  the  50  m.  limit  were  as  folloM's :  May  26,  New  York, 
Tarrytown,  Nyack,  Englewood,  and  Jersey  City,  8  A.  M.  to  9  P.  M.,  51m.; 
June  2,  Sadieville,  Georgetown,  Lexington,  and  Harrodsburg  (Ky.),  11  A.  M. 
to  11.20  P.  M.,  6ilm.  J  June  7,  Louisville  and  Frankfort,  10.30  A.  M.  to  9  P.  M., 
52i  m.;  November  4,  Orange,  Newark,  and  New  York,  9  a.  m.  to  7  p.  m., 
50m. ;  November  7,  New  York  to  Tarrytown  and  back,  51  Jm. ;  November  21, 
New  York  and  Bridgeport,  7.40  a.  m.  to  7.20  p.  m.,  55!  m. 

It  was  at  the  beginning  of  my  second  season,  when  my  forty-ninth  day's 
ride  had  given  me  a  record  of  775  m.,  that  I  first  ventured  to  try  any  coasting. 


'wth  my  Ie<fs  on  th    k 

occasions  for  more'  ^f^^'"'  '"^  ^  ""'P'  ""■»  "^^i*  my  hands  wad, 
w>«n  I  first  acquired  thrtn,!  T"""  »f"™"<l».  »'  ""til  Angast,,** 
t-on  of  the  bar.     fust  f„,  °*  ProP"-ly  placing  them  on  the  inside « 

accomplished  quite  a  feat  •     T  *""°  "**  '^^  '"*  "»»«'  I  l™^' 

to  96th  St,  through  Fifth  r  "'•"''"8  *'"»out  stop  from  Washington  Sqmc 

"''th  Belgian  blocks     I  h,.   """''  *'  '^'  *'«  ™"~  of  wWch  are  |>»«1 

thing  like  as  g«at  a  distanl  "*T  ''"*  """'*<•  °»"  *e  stones"  forMr- 

the  Square,  down  Broadwav  ff  .r^  continuously,  though  I  once  went  &<» 

■nounts  in  the  two  miles     r*       u  °"  ^"^'  ""''"■"«•  P^'haps.  a  doie»  dis- 

whole  length  of  Manhatt'an  r^"  ?""  "'"""  ""=  "'^^'t  "^  P«Jaling  through  the 

the  saddle  was  at  Orange  o^t""  ,'"  ""'  '"'"^^^^    My  fet  "long  sJy"  » 

'T  and  needless  dismount  fl^^''^'  '^'  '"'«"'  "«Pt  for  one  moL.- 

hour,  and  accomplished  lh7™«  "^^"*^  °*«'"="'  '  "t'Pt  agoing  j«  x, 

thirteen  miles  on  the  BouT/v^r  ^    ?"  "*'  ^'^  °^  August  fo«oi4ldid 

«°P  a  quarter  of  an  hoJ^S-tth  T  \°"  '"''  »  ''^'^'  •"»■"•"«  °°«  »«<"« 

f»'f-    Five  days  later.  i„  ^^J^'^'"' .'"'"'  the  record  was  ten  miles  a«d  a 

I  rode  twelve  miles  without  stoT''^'°"'  *'«^"  "'«  ~ads  we«  rather  moddr. 

fh/M;"'"""'""""",  caS^dZ  rK*",""""  *"''  three^uarters.  and.  ^ 

^hould  have  done  the  ^teZtlt    .'  "^"""^  "P  "'  »  -''«<>"  'n  the  Z, 

real^  notable  "stay"  i„  ^l^t^^^^J^  ">«««  «»'de  of  two  horns.    My  first 

;^">ber  ,6.  „hen.  " mounting  at^f'    7u'"'  *«  '"=«'«  »  ">°"th  laterf Se^ 

°;  N-agara,  I  went  southw^d  L  ^      ""'  ''"''«'' '"  the  outskirts  of  the  vfllage 

^vmg  the  wind  against  mTalT;:"' '"°'' '"''  '^™- '"  ^°  "-"  and  a  5 

ram  durmg  the  third  half.ho„r     uJ7iT^  'f''^  '''^""y  ^P-^^d  -U 

a  ^s™        ""'«'"  '«''.  beyond  wl    i*"  '°"' '"  "^  '^T  hard  dav,  which 

a  dismount,  there  is  a  long  but  no?  '^'^  where  the  bridge  almos't  caused 

m^rtance  between  Nia^^'^l^";;;^'';  ''"=?' """'  '"'-''  »  '"«  -^J  ^  << 

Si      '''""'  ''"•^««  "ith  difficultvf H      ""^  "«•"  ''"''  "««  to  the  left, 

the  left  »K.     """8  the  bridge   and  T    .        ^  ^^"""^  *°  the  road  for  a 
«°P  for  tr;"'  '!''  '°  '"e  Linco^  ^i^l  T'"  "'""  '''^  «"*  'treet  to 

^-  Ni^:.»  "'^ '  "^^ «"« furthe:';;:^^  Bi^tHart  °"  rr 

,    .My  next -long  stay  ..„  »'°  C.ty  Hall,  twenty  m,le, 


— c  condi.ons  similarly  V-kbr/tSd  t:;^ /"^ 

MY  234  RIDES  ON  ''NO.  234."  53 

for  three  hours  and  a  quarter,  and  made  a  record  of  29  m.,  to  which  I  added 
16  m.  more  before  sundown. 

My  first  ride,  without  dismount,  from  New  York  to  Yonkers  (13  m.)  was 
made  May  10,  1882,  in  an  hour  and  forty  minutes.  My  stop  then  was  caused 
by  the  steep  pitch  of  a  few  rods  at  the  foot  of  the  hill  which  begins  beyond  the 
Getty  House  and  ascends  for  more  than  a  mile  in  the  direction  of  Tarrytown, 
and  those  few  rods  have  long  been  notorious  for  their  power  in  humbling  the 
pride  of  northward-bound  riders  from  the  metropolis.  On  the  7th  of  Novem- 
ber following,  however,  I  managed  for  the  first  time  to  array  myself  with  the 
noble  band  who  can  boast  of  having  overcome  this  chief  obstacle  on  the  hilly 
Tarrytown  track,  and  then  I  crawled  up  the  long  grades  beyond  without  a  balk, 
though  I  was  tremendously  tired  when  I  got  to  the  point  where  I  could  coast 
down  the  other  side.  I  had  ridden  22  m.,  with  several  dismounts,  when  I 
stopped  for  dinner  at  the  hotel  in  Tarrytown ;  but,  as  the  track  had  proved 
smoother  than  I  ever  knew  it  to  be  before,  and  as  the  breeze  rather  favored  a 
returning  rider,  I  decided  to  attempt  the  exploit  of  wheeling  back  to  59th  st. 
without  a  stop.  Somewhat  to  my  surprise  I  succeeded  in  so  doing,  between 
2u(5  and  5.50  P.  M.,  and  then,  though  my  ambition  was  accomplished,  and  the 
rain-drops  were  drizzling  down  through  the  darkness,  it  occurred  to  me  that  I 
had  best  stick  to  the  sjiddle  a  while  longer,  and  so  "  beat  my  record,"  made 
five  days  before,  as  already  described.  It  was  6.38  P.  m.,  therefore,  when  I 
finally  dismounted  at  155th  st.,  where  I  had  started  at  9.20  a.  m.,  and  the 
cyclometer  said  that  this  "  longest  straight  ride  of  my  life  "  measured  29J  m., 
though  I  had  kept  the  saddle  thirty-seven  minutes  longer  than  on  the  previous 
Thursday,  when  it  gave  the  record  as  29  m.  In  the  four-column  account  of 
Ihb  "  Tarrytown  triumph,"  which  I  printed  in  The  Wfuel  of  November  15,  I 
offered  some  reasons  for  believing  that  the  real  distance  of  this  "  longest  ride  " 
was  31  or  32  m.  Fifty-ninth  st.,  where  I  turned  back  on  my  course,  was  six 
miles  from  where  I  finished,  and  my  "  straightaway  "  track  from  Tarrytown  was 
therefore  25  or  26  m.  long.  I  should  be  interested  in  hearing  of  other  wheel- 
men who  have  gone  a  similar  distance  straight  through  the  country  without 
leaving  their  saddles. 

My  riding  is,  most  of  it,  so  solitary  that  I  do  not  know  whether  the  long 
stay  in  the  saddle  I  have  just  described  would  be  accounted  very  creditable 
by  those  who  are  acquainted  with  the  track  gone  over  ;  and  no  comments  on 
my  detailed  report  in  The  Wheel  have  appeared  for  my  enlightenment.  But  as 
it  is,  of  all  my  bicycling  experiences,  the  only  thing  at  all  approaching  the 
character  of  an  exploit  that  I  ever  definitely  set  myself  to  accomplish,  I  have 
felt  enough  pride  in  my  success  to  venture  upon  a  full  description  of  it,  espe- 
cially as  I  have  no  intention  of  ever  again  riding  continuously  for  four  mortal 
hours.  I  do  not  mean  by  this  that  I  suffered  any  particular  inconvenience 
from  the  test,  for  I  got  through  an  average  amount  of  routine  literary  work 
next  day,  and  on  the  day  after  that  I  refreshed  myself  by  31  m.  more  of 
wheeling.     I  mean,  simply,  that  I  generally  prefer  to  take  to  the  bicycle  "  for 


the  fun  of  it,"  rather  than  for  the  sake  of  "  seeing  what  I  can  do,"  and  that 
one  achievement  of  this  sort  is  quite  enough  for  my  ambition.  There  is  so 
much  more  comfort  in  frequent  dismounts,  if  for  no  other  reason  than  to 
gratify  thirst,  that  I  lack  all  desire  for  further  *'  triumphs  **  of  such  nature 
that  the  pursuit  of  them  brings  into  painful  prominence  before  the  mind  the 
justice  of  the  celebrated  remark  of  the  Governor  of  North  Carolina  to  the 
Governor  of  South  Carolina. 

The  severest  test  ever  given  my  physique  by  bicycling,  however,  was  not 
by  that  four  hours'  steady  push,  on  the  7th  of  last  November,  but  rather  by 
an  all-day  jaunt  on  the  7th  of  September,  1881, — a  date  memorable  in 
atmospheric  annals  as  "  the  hottest  on  record  for  seven  years,"  all  along  the 
Atlantic  slope.  "  In  many  places  the  thermometer  marked  100°  in  the  shade 
for  several  hours,  and,  as  I  rode  in  the  sun,  I  must  have  been  exposed  to  a 
heat  of  no**  to  125**  from  9  a.  m.  to  3  or  4  P.  M.  Between  6.07  A.  m.,  when  I 
mounted  at  Sayville,  and  7.05  p.  m .,  when  I  plunged  my  burning  head  into 
the  public  fountain  at  Flushing,  the  cyclometer  recorded  50^  m.,  and  two 
more  miles  were  added  between  the  ferry  and  Washington  Square.  The  ride 
was  the  only  one  of  my  experience  in  which  the  motion  through  the  atmos- 
phere had  no  cooling  effect.  The  air  itself,  as  it  struck  against  one's  cheeks, 
seemed  blazing  hot,  as  if  literally  it  had  come  from  a.  furnace.  I  should  be 
afraid  to  estimate  the  amount  of  water  and  other  liquids  which  I  absorbed 
that  day.  I  drank  at  every  possible  drinking-place,  and  I  dashed  cold  water 
on  my  fiery  face  as  often  as  the  chance  was  offered  me.  At  Flushing,  while 
waiting  for  the  homeward  train,  I  refreshed  myself  with  ice-cream,  soda- 
water,  melons,  peaches,  and  other  such  things,  which  the  average  idiot,  who 
disbelieves  in  the  wisdom  of  obeying  Nature's  demands,  declares  to  be  deadly 
indulgences  for  a  man  who  is  unendurably  hot."  Perhaps  I  myself  seem  a 
rather  worse  idiot  than  the  average  for  venturing  to  get  my  anatomy  into 
such  a  heated  condition ;  but  it  endured  the  test  without  any  excessive  dis- 
comfort, and  without  any  subsequent  ill  effects.  I  shouldn't  deliberately  have 
chosen  so  hot  a  day  for  a  spin  through  Long  Island;  but,  as  I  was  headed  for 
home,  I  wanted  to  "  get  there,"  and,  though  the  heat  seemed  extraordinary,  I 
didn't  realize  until  I  read  the  next  day's  papers  that  it  was  "  the  greatest  heat 
on  record  in  seven  years,"  and  that  I  had,  therefore,  accomplished  a  somewhat 
dangerous  and  foolhardy  feat  in  pushing  50  m.  through  the  hottest  of  it. 

I  have  not  had  many  serious  tumbles  since  the  great  original  elbow- 
breaking  act  of  Thursday,  May  29,  1879.  The  only  time  I  have  been  inten- 
tionally upset  was  in  November  of  that  year,  while  touring  from  New  Haven 
to  New  York,  when  a  bold,  bad  boy  at  Port  Chester  suddenly  lifted  up  my 
rear  wheel  and  sent  me  sprawling  into  the  dirt,  without  a  shadow  of  a  warning. 
Perhaps  it  was  the  unexpectedness  of  the  fall  which  made  it  absolutely  pain- 
less; and  I  have  charity  enough  to  believe  that  the  graceless  youth  designed 
rather  to  make  the  wheel  give  me  a  good  jolting  than  to  really  spill  me  off. 
Once,  on  the  Boulevard,  when  a  crowd  of  small  school-boys  were  running 

MY  234  RIDES  ON  "  NO.  234."  55 

around  about  me,  with  the  customary  yells  and  outcries,  my  wheel  knocked 
one  of  them  down  and  pitched  me  simultaneously  into  the  dust  It  chanced 
that  he  was  intent  in  a  game  of  "  tag  "  with  another  boy,  and  so,  being  uncon- 
scious of  the  approaching  wheel,  which  the  rest  of  the  crowd  were  watching, 
he  suddenly  jumped  in  front  of  it,  with  the  result  indicated.  He  assured  me, 
though,  as  soon  as  he  brushed  away  the  tears  of  surprise  with  his  dusty 
sleeve,  that  he  "  wasn't  at  all  hurt ";  and,  as  I  could  say  the  same  for  myself, 
I  jogged  on.  I  think  this  was  the  only  time  when  my  wheel  ever  came  in 
collision  with  any  living  creature ;  though  once,  at  Newark,  some  wretched 
brutes  persuaded  a  boy  who  was  really  an  imbecile  to  stand  in  my  path  in 
order  to  be  knocked  down.  Boys  not  bereft  of  their  wits,  of  course,  often  do  so 
stand,  and  then  jump  aside  at  the  last  practicable  moment ;  but  in  the  case 
mentioned  I  fortunately  noticed  the  vacant  look  in  the  child's  face,  and  so 
turned  out  for  him.  On  the  sidewalk  at  Niagara,  one  evening,  a  quick  dis- 
mount alone  saved  my  touching  a  little  girl,  who  suddenly  sprang  out  of  a 
door-way,  and  who  was  a  good  deal  scared  at  her  narrow  escape.  I  was  rid- 
ing quite  slowly,  however ;  and  I  have  done  a  great  deal  of  careful  wheeling, 
on  sidewalks  thronged  with  pedestrians,  without  ever  once  coming  to  grief. 
I  never  yet  used  bell  or  whistle ;  as  the  human  voice  seems  to  me  to  be  a 
a  more  effective,  as  well  as  a  more  civil,  instrument  for  giving  warning. 

On  May  Day,  1880,  a  bad  tumble  and  bent  crank  suitably  rewarded  my 
vain  attempts  to  raise  my  hat  gracefully  to  a  noble  brakeman,  who  shouted  at 
me  from  a  passing  railroad  train ;  and  within  an  hour  afterwards,  when  1 
essayed  to  cross  a  few  inches  of  water  which  seemed  to  have  a  hard  bed 
beneath  it,  my  wheel  performed  the  great  stand-still  act,  and  rested  firmly 
upon  its  head,  leaving  me  resting  firmly  upon  my  feet.  A  similarly  curious 
stoppage  occurred  down  in  Kentucky,  last  June,  when  I  was  toiling  slowly 
up-hill  in  the  dark,  and  encountered  a  loose  lump  of  the  newly-laid  macadam : 
my  machine  keeled  over  and  stood  quietly  on  its  head,  leaving  me  upright 
on  my  feet  in  front.  That,  I  believe,  was  the  only  spill  I  had  in  my  entire 
tour  of  340  m.;  and  in  my  500  m.  ride  of  1880  I  was  thrown  but  once.  This 
happened  at  Westlield,  when,  in  attempting  to  make  too  short  a  turn  from  the 
hard  roadway  into  the  softer  sidewalk,  and  not  giving  allowance  for  the  swift- 
ness with  which  the  wind  was  blowing  me  along,  I  was  obliged  either  to  let 
my  wheel  slam  squarely  against  an  iron  fence,  or  to  send  it  sprawling  side- 
wise  into  the  sand.  The  result  of  accepting  the  latter  alternative  was  the 
scraping  of  a  few  square  inches  of  skin  from  my  knee,  elbow,  and  hand,  but 
no  serious  disablement  to  myself  or  my  vehicle.  '  In  my  400  m.  tour  of  last  Sep- 
tember I  made  no  involuntary  dismounts  without  landing  on  my  feet  (though 
the  wheel  itself  had  a  few  falls),  and  I  am  almost  sure  that  the  same  could 
be  said  of  the  800  m.  afterwards  ridden  over  before  the  close  of  the  year, 
though  I  had  one  side-fall  in  trying  to  mount  a  Harlem  curbstone  in  the  dark. 
On  the  other  hand,  during  the  first  of  my  "  six  days  along  the  Potomac  "  I  had 
two  headers  within  the  space  of  an  hour, — one  in  going  up  hill,  the  other  in 


going  down, — and  early  on  the  final  day  I  sprained  my  ankle  by  stepping  sud- 
denly down  on  a  loose  stone.  .  That  accident  came  nearer  disabling  me  than 
any  other  I  have  had ;  but,  after  a  few  hours  of  increasing  pain,  the  soreness 
at  last  wore  off.  On  the  second  day,  too,  by  the  loosening  of  its  step*  my 
bicycle  came  nearer  being  disabled  than  at  any  other  time  ;  for  it  must  be  re- 
membered that,  spite  of  all  the  wearing  out  of  its  parts,  or  the  accidents  which 
have  happened  to  them  at  various  times,  old  "  Number  234  "  has  never  once 
betrayed  me  by  breaking  down  in  regions  remote  from  possible  repairs,  or 
becoming  unridable  at  such  seasons  as  would  render  its  disablement  a  serious 
interference  with  my  plans.  On  the  same  unlucky  day  last  mentioned,  how- 
ever, I  let  it  drop  into  the  water,  while  trying  to  convey  it  and  myself  along  the 
slippery  log  which  spanned  the  **  waste-way  "  of  the  canal,  thereby  thoroughly 
soaking  the  roll  of  clothing  attached  to  the  handle-bar. 

On  May  Day,  1882,  while  coasting  down  the  hill  at  Bloomfield,  in  the  early 
twilight,  at  a  speed  of  six  or  seven  miles  an  hour,  a  stone  the  size  of  a  brick 
caused  the  front  wheel  to  stop  and  the  rear  wheel  to  describe  a  circuit  in  the 
air,  while  I  myself  gave  a  great  jump  ahead  and  landed  on  my  feet,  without 
even  a  tendency  to  fall  forwards.  My  theoretical  belief,  that  a  man  who  is 
forced  off  the  saddle  involuntarily  is  likely  to  suffer  the  least  detriment  if  he 
has  his  legs  thrown  over  the  handles,  was  thus  happily  confirmed.  Once 
since  then  I  have  been  thrown  to  the  ground  while  coasting,  as  a  result  of 
carelessness,  in  allowing  my  boot  to  catch  in  the  spokes.  The  only  involun- 
tary dismounts  for  which  the  machine  itself  has  been  to  blame  have  been 
caused  by  the  sudden  stoppage  of  the  rear  wheel,  for  lack  of  sufficient  oil  on 
the  cones.  The  cones  of  my  right  pedal  stuck  once,  in  June,  1880,  when 
my  record  was  950  m. ;  but  I  was  not  thrown  off,  and  the  accident  has  not 
been  repeated.  I  never  yet  caused  a  stoppage,  or  even  an  approach  to  one, 
by  too  sharp  an  application  of  the  brake  to  the  front  wheel ;  and  I  cannot 
understand  why  a  reasonably  careful  rider  should  ever  come  to  grief  in  that 
way.  I  have  sometimes  been  run  away  with  in  descending  steep  hills,  and 
have  felt  that  my  rear  wheel  was  in  the  air,  and  have  feared  that  my  involun- 
tary experience  as  a  **  unicycler  "  was  about  to  come  to  a  disastrous,  if  not 
fatal,  termination ;  but  as  a  matter  of  fact  I  have  never  been  thrown  in  any 
such  critical  times,  and  almost  all  my  tumbles  have  happened  when  I  have 
been  moving  rather  slowly  over  sections  of  road  whose  difficulties  and  dangers 
were  quite  apparent  to  me.  I  have  never  had  a  fall  in  the  night-time,  though 
I  should  say,  at  a  guess,  that  I  may  have  ridden  from  300  to  400  m.  in  the  dark- 
ness, and  without  a  lantern.  Another  guess  which  I  venture  to  offer  with 
more  confidence  is,  that  though  during  my  first  1,000  m.  I  may  have  had  as  many 
as  20  or  25  falls,  I  have  not  by  any  means  approached  that  number  in  the 
5,000  m.  since  traversed.  The  fact  is,  I  can't  afford  to  take  the  chances  of 
further  tumbling;  so,  in  cases  of  doubt,  I  almost  always  stop. 

As  regards  other  perils  of  the  road,  I  may  say  that  before  I  had  covered 
1 50  m.,  and  before  my  cyclometer  had  been  three  days  on  its  axle,  I  was 

Afy  234  RIDES  ON  ''NO,  234."  57 

attacked,  while  bending  over  to  read  it,  by  three  drunken  men,  who  drove 
dose  by  me  in  a  carriage,  and  one  of  whom  gave  me  a  vicious  cut  with  the 
whip,  which  my  straw  hat  chanced  to  ward  off,  but  which  might  easily  have 
put  out  an  eye,  or  caused  other  lasting  disfigurement.  Once  or  twice,  too, 
drunken  drivers  have  attempted  to  run  me  down  from  behind,  though  never 
▼ery  persistently,  nor  with  near  approximation  to  success.  On  a  few  occa- 
sions, also,  drivers  have  wantonly  forced  a  dismount  by  refusing  to  yield  an 
inch  of  the  track  in  approaching, — the  most  exasperating  instance  which  I 
recall  being  that  of  the  ruffian  who  directed  one  of  the  four-horse  cpaches  of 
a  hotel  at  Lake  George.  On  Staten  Island,  last  September,  I  got  a  tumble 
in  trying  to  curve  too  sharply  around  a  wagon,  just  ahead,  whose  driver 
"  slowed  up "  suddenly,  though  not  maliciously.  I  never  yet  caused  a  run- 
away, and  my  most  serious  troubles  with  horses  were  in  the  cases  of  two 
sedate  old  "  plugs,"  one  in  Connecticut  and  one  in  Western  New  York, 
which  were  driven  by  women,  who  persisted  in  "  hauling  them  in,"  until,  in 
the  former  case,  a  wheel  was  cramped  off,  and  in  the  latter  the  vehicle  was 
made  to  describe  one  or  two  complete  backward  revolutions,  but  without 
hurting  anything.  I  never  met  but  two  horses  that  seemed  thoroughly  fright- 
ened at  the  bicycle,  though  it  is,  perhaps,  not  unreasonable  to  assume  that 
"  Number  234  "  has  encountered  as  many  as  half  a  million  of  t^em.  Both  of 
these  were  fancy  nags, — one  in  Ohio,  the  other  at  Ticonderoga, — whose 
drivers,  being  possessed  with  a  vain  pride  in  their  ability  to  control  them,* 
ordered  me  to  "come  on,"  without  dismounting.  Had  I  done  so  there  would 
surely  have  been  two  wrecked  "  trotting  sulkies  "  and  two  dead  or  demoral- 
ized horse-jockeys  "laid  out"  on  those  two  occasions.  After  causing  the  first 
pair  of  mules  which  I  faced  on  the  Erie  Canal  to  wheel  about  and  kick  their 
driver  down  a  thirty-foot  embankment,  I  took  no  further  chances  of  that  sort 
on  the  tow-path ;  and  I  likewise  generally  dismounted  before  the  horseback 
riders  in  Kentucky,  whose  half-broken  steeds  seemed  only  too  glad  of  a 
chance  to  shy  at  any  moving  object  whatever. 

Flaving  had  two  or  three  india-rubber  drinking-cups  shaken  from  my 
pockets,  I  now  content  myself  with  a  short  piece  of  india-rubber  tubing, 
which  costs  less,  stays  by  me  more  faithfully,  and  furnishes  an  easier  means 
of  drinking  from  the  wayside  rivulets.  The  chief  advantage  in  carrying  a  cup,, 
indeed,  is  to  supply  the  usual  lack  of  such  an  article  in  the  bed-rooms  of 
country  hotels.  Still  another  "  peril  of  the  road,"  which  my  experience  may 
give  warning  of,  is  the  smashing  of  the  glass  face  of  the  cyclometer  by  the 
slipping  of  a  wrench  from  the  hands  of  a  clumsy  blacksmith.  I  have  had  an 
oil-can  stolen  from  a  Brooklyn  bar-room,  which  I  honored  for  a  week  with  the 
presence  of  my  wheel,  and  a  monkey-wrench  stolen  from  a  similar  resort  in 
Harlem,  under  similar  conditions.  Another  beer-seller  of  Brooklyn  said  he 
was  on  the  point  of  selling  my  machine,  because,  as  I  failed  to  return  on  the 
exact  day  specified,  he  concluded  that  I  meant  to  abandon  it  to  him ;  and  that 
he  was  only  waiting  for  an  advance  on  the  first  offer  that  had  been  made  him 


of  $50.  Nobly  contrasted  with  this  seems  the  conduct  of  the  honest  boy  who 
sold  soda-water  at  Farmingdale,  on  Long  Island,  and  who,  when  I  inadvert- 
ently left  on  his  counter  a  purse  containing  $15,  harnessed  his  horse  to  pur- 
sue me  and  restore  the  property. 

My  response  to  the  stereotyped  question  of  the  average  spectator, "  How^ 
fast  can  you  go  on  that  thing  ?  "  has  always  been :  "  I  don't  know,  because  I 
never  tried."  The  only  time  when  I  was  on  a  regularly  measured  course 
was  September  14,  1880,  when  I  had  a  friend  hold  a  watch  for  me  while  I 
went  twice,  without  stop,  around  the  half-mile  trotting-track  at  Canandaigua, 
making  the  first  half  in  2m.  20s.,  and  the  second  half  in  2m.  15s.  From  this 
I  infer  that,  on  a  good  track,  I  might,  by  exerting  myself,  make  a  mile  inside 
of  four  minutes ;  but  I  hardly  suppose  that  I  ever  shall  in  fact  make  any 
such  exertion,  or  insure  any  such  brilliant  "  record."  Six  days  after  the  date 
last  named,  I  rode  from  Erie  to  Dunkirk,  47  m.,  under  very  favorable  condi- 
tions of  wind  and  weather,  in  seven  hours  and  a  half,  including  rests  of  two 
hours.  I  was  stopped  by  the  hill  at  Westfield,  at  2.30  p.  M.,  that  day,  after 
riding  exactly  an  hour,  at  the  middle  of  which  I  had  made  a  minute's  stop  on 
account  of  a  horse.  The  record  of  that  hour  was  eleven  miles  and  an  eighth, 
of  which  six  miles  belonged  to  the  last  half.  I  think  I  had  no  swifter  day  on 
my  record  until  December  21,  1881,  when  I  rode  just  50  m.  in  the  seven 
hours  ending  at  5  p.  m.,  and  when  I  estimated  my  actual  riding  time  as  hardly 
more  than  five  hours.  That  track,  however,  was  in  the  region  of  Orange,  and 
included  many  repetitions,  instead  of  extending  "  straight  through  the  coun- 
try." I  added  ten  miles  to  it  before  stopping  for  the  night,  and  the  year.  I 
believe  that  the  swiftest  short  spin  of  my  experience,  however,  was  that 
recorded  on  the  last  day  of  my  Kentucky  tour,  seven  miles  in  twenty-six  min- 
utes, ending  with  a  famous  coast  of  a  mile  down  an  open  winding  road. 

Almost  all  of  ,my  340  m.  within  the  limits  of  that  State  were  either  on 
an  up-grade  or  a  down-grade ;  and  I  did  some  hill-climbing  that  really  sur- 
prised me,  though  none  that  I  think  quite  as  creditable  as  my  November  ex- 
ploit at  Yonkers.  The  big  hill  at  Milton  Lower  Falls,  which  Boston  riders 
know  so  well,  has  been  ridden  up  by  me  both  ways.  On  the  28th  of  October 
last  I  rode  without  stop  from  the  cross-roads  beyond  Caldwell  to  the  end  of 
the  smooth  pavement  of  Bloomfield  avenue,  in  Newark,  nine  miles  and  a  half, 
in  just  an  hour, — ^that  being  the  first  occasion  on  which  I  had  succeeded  in 
conquering  the  big  hill  at  Caldwell,  though  I  had  more  than  once  ridden  all 
the  grades  leading ./<?  Caldwell,— and  I  look  on  that  as  one  of  my  most  credit- 
able mounts.  I  recall  three  other  occasions  on  which  my  prowess  as  a 
"  hillian  "  greatly  surprised  me :  once,  in  1880,  in  surviving  a  steep,  roughly 
macadamized  slope  between  Newtown  and  Hunter's  Point;  once,  in  1881, 
when  I  pushed  up  the  smooth,  black  surface  of  the  misnamed  Sandy  Hill  at 
Fort  Edward ;  and  again,  on  the  first  day  of  last  October,  when  I  ascended 
the  sharp  grade  at  Mount  Morris,  and  earned  my  right  to  a  hearty  breakfast 
at  the  Scoville  House  on  top.     I  remember,  to  be  sure,  that  a  Fort  Edward 

MY  234  RIDES  ON  "  NO.  234."  59 

rider  has  kindly  informed  me  in  print  that  my  puoh  up  Sandy  Hill  was 
**  nothin'  at  all  to  brag  on  " ;  and  I  presume  that  other  experienced  ones  may 
say  the  same  of  the  other  little  knolls  I  have  alluded  to.  I  will  not  venture 
to  contradict  them.  All  I  say  is,  that  when  I  found  myself  on  the  summits  in 
question,  with  "  Number  234  "  still  responding  steadily  to  my  tread,  I  felt 
bound  to  complacently  stroke  its  head  and  remark,  "  Bully  for  you,  old  boy  I " 
>fy  weight  has  recently  kept  pretty  constantly  in  the  neigl^borhood  of 
140  pounds,  which,  I  think,  is  five  pounds  more  than  I  ever  attained  to  before 
becoming  a  bicycler, — the  greatest  variations  in  my  weight,  as  observed  by  me 
during  the  previous  decade,  being  from  130  to  135  pounds.  I  am  five  feet  five 
inches  in  height,  and  the  inside  length  of  my  leg  is  thirty-three  inches.  While 
visiting  a  rink  at  Washington,  in  March,  i88i,  I  found  no  difficulty  in  driving 
a  52-inch  Special  Columbia,  whose  pedals  had  been  shortened  up  toward  the 
axle,  though  I  felt  decidedly  "scarey"  when  first  lifted  into  such  a  lofty 
saddle,  and  the  subsequent  acts  of  mounting  unassisted  were  rather  tiresome. 
On  two  previous  occasions  I  had  propelled  48-inch  and  so-inch  wheels  for 
short  distances,  say  a  sixteenth  of  a  mile,  but  my  first  road-ride  on  any  other 
machine  than  "  Number  234"  was  on  the  afternoon  of  April  10,  1882,  when 
I  covered  31 J  m.,  in  the  region  around  Springfield  and  Holyoke,  on  a  new 
48-inch  Standard  Columbia,  which  had  not  previously  been  ridden  as  much  as 
fifty  miles.  Five  months  later,  September  8,  in  the  same  region,  I  again  rode 
31 1  m.  between  9  A.  M.  and  6.30  P.  M.  (taking  a  rest  of  three  hours  at  mid- 
day) on  a  50-inch  Expert  Columbia,  whose  pedals  were  extended  to  their  full 
limit  only  during  the  last  four  miles.  Had  I  allowed  these  two  rides  in  my 
log,  my  record  of  miles  ridden  up  to  the  close  of  1882  would  have  been  6,238. 
I  had  no  falls  while  riding  either  of  these  "  large  "  machines.  I  climbed 
the  hills  which  I  had  long  been  wont  to  climb  with  my  46-inch,  and  I  appar- 
ently found  no  more  difficulty  than  usual  in  climbing  them.  Indeed,  I  drove 
the  4&-inch  up  the  south  slope  of  the  church  hill  in  West  Springfield,  which 
I  have  never  been  able  to  overcome  with  "  Number  234."  I  was  not  def- 
initely convinced  that  the  effort  of  driving  these  larger  wheels  was  either 
greater  or  less  than  the- effort  of  driving  my  smaller  one.  When,  however,  I 
pulled  off  my  boots  on  the  evening  of  the  April  ride,  severe  "  cramps  '*  ran 
through  the  calves  of  my  legs,  and  I  found  that,  for  a  few  minutes,  it  was  a 
difficult  and  painful  matter  to  "  straighten  them  out."  As  I  had  done  no  wheel- 
ing whatever  for  a  period  of  nearly  four  months,  this  unpleasant  phenomenon 
did  not  necessarily  prove  that  the  4S-inch  was  "  too  large  a  size  for  me  " ;  but 
when  I  tried  the  5o-inch  (after  a  period  of  six  weeks*  abstinence  from  the 
saddle)  the  same  phenomenon  was  repeated  with  increased  intensity.  It  was 
with  great  difficulty  that  I  removed  my  boots  both  at  noon  and  night ;  even 
during  the  last  hours  of  riding  the  crarai>-like  pains  were  present,  and,  for  a 
week  afterwards,  occasional  twinges  would  go  through  my  legs. 

I  felt  pretty  well  convinced  by  this  experience  of  30  m.  that  a  day's  ride 
of  50  or  60  m.  on  a  50-inch  would  be  apt  to  inflict  upon  me  serious  suffering, 


if  not  temporary  disablement,  and  that  a  week's  tour  of  say  280  m.  would  be 
cither  impossible  of  accomplishment,  or  else  prove  a  painful  and  difficult  task, 
instead  of  an  exhilarating  pleasure.  I  am  aware  that  the  mere  strain  of  pull- 
ing off  one's  boots  by  pressure  against  the  heels  may  sometimes  slightly  cramp 
the  calves,  even  when  the  legs  have  been  in  no  way  strained  or  tired  by 
previous  exertion ;  and  these  same  twinges  of  cramp  have  also  come  to  me 
on  certain  rare  occasions  when  pushing  my  46-inch  wheel  towards  the  sum- 
mits of  long  and  wearisome  hills.  But,  at  the  close  of  my  longest  and  most 
difficult  rides  on  "  Number  234,"  I  never  yet  had  any  feeling  of  cramp  or 
muscular  stiifness,  save  of  the  slightest  and  most  transitory  description; 
and  hence  the  fact  that  both  of  my  two  short  and  easy  rides  on  larger  wheels 
brought  contrary  results  cannot  be  accepted  by  me  as  devoid  of  significance, — 
even  when  I  remember  that  on  each  occasion  I  chanced  to  be  "  out  of  prac- 
tice "  as  a  rider.  The  general  inference  which  I  drew  from  the  experience 
was  this :  that  whatever  may  be  said  for  large  wheels  in  racing  or  in  riding 
short  distances  on  smooth  roads,  a  wheel  small  enough  to  prevent  the  cords 
and  muscles  of  the  legs  from  ever  being  stretched  to  their  full  tension  b  the 
one  best  adapted  for  ordinary  rough-riding  and  long-distance  touring. 

Aside  from  this  direct  tendency  towards  physical  discomfort  and  injury, 
which  I  think  attaches  to  prolonged  use  of  a  wheel  so  high  that  its  rider  is 
forced  habitually  to  "point  his  toes  downward,"  instead  of  keeping  the  en- 
tire sole  of  his  foot  flat  on  a  plane  parallel  to  the  surface  of  the  ground,  there 
are  indirect  dangers  which  threaten  the  tourist  who  has  only  a  slight  grip  on 
the  pedal.  One  of  these  is  the  danger  of  falls  caused  by  the  feet  slipping 
from  the  pedals, — especially  in  wet  weather,  and  while  climbing  hills.  Many 
a  time  when  the  soles  of  my  boots  have  been  smeared  with  greasy  mud  on 
slippery  days,  I  have  worked  my  way  up-hill  with  the  pedals  of  my  six-inch 
cranks  resting  on  my  insteps ;  and,  in  general,  whenever  my  toe  loses  hold 
of  a  pedal,  my  heel  is  almost  certain  to  regain  the  hold.  I  have  ridden  many 
miles  under  conditions  which  made  the  pedals  so  slippery  that  I  doubt  if  any 
rider  who  depended  upon  a  "  toe-grip  "  could  have  kept  alongside  without  a 
tremendous  expenditure  of  energy,  and  without  undergoing  continuous  tum- 
bles. Then,  again,  on  an  all-day  ride  of  40  or  50  m.,  through  a  rough  coun- 
try, where  frequent  dismounts  are  necessary,  it  seems  to  me  that  the  aggre- 
gate increase  of  effort  required  in  continually  climbing  into  a  high  saddle 
rather  than  a  low  one  would  be  enough  to  make  all  the  difference  between 
relaxation  and  weariness, — ^between  happiness  and  misery.  Still  further,  the 
ease  of  mounting  which  a  low  step  insures  is  an  element  of  safety  in  this 
way :  it  disposes  a  rider,  in  cases  of  doubt  about  his  ability  to  overcome  an 
obstacle,  to  dismount  before  it,  rather  than  to  plough  recklessly  ahead  and 
take  his  chances  of  a  tumble.  A  small  machine  has  the  incidental  advantage 
of  weighing  less,  and  taking  up  less  room,  and  I  have  a  theory  that  it  is  apt 
to  be  stronger  and  less  liable  to  injury  than  a  larger  one.  Mine,  certainly, 
has  stood  the  severest  strains  on  its  rims  without  "  buckling  "  or  bulging  at 

AfV  234  RIDES  ON  ''NO.  234."  61 

all  out  of  the  true.  Finally,  a  small  machine  seems  unusual  and  distinctive ; 
for,  out  of  the  hundreds  which  took  part  in  the  parade  at  Chicago,  "  Number 
234  "  -was  the  only  one  that  did  not  exceed  forty-six  inches  in  height  1 

I  assume  myself  to  be  simply  "  an  Average  man  "  as  regards  physique.  I 
have  never  made  any  pretense  at  being  an  athlete, — much  less  have  I  ever 
thought  of  entering  any  kind  of  athletic  competition.  The  only  tests  of 
endurance  connected  with  my  academy  life, — 1862-5, — ^which  I  now  recall  as 
having  warmed  my  pride,  were  these :  I  once  shouldered  a  regulation  army 
musket  on  a  march  of  six  miles  with  the  *'  home  guard  " ;  I  once  skated  a 
dozen  miles  straightaway  on  the  snow-crust ;  I  once  walked  25  m.  in  a  day ;  and 
I  once  split  a  cord  of  walnut  wood  and  lugged  it  in  my  arms  up  four  flights  of 
stairs.  During  the  four  following  years  of  my  college  career  I  took  two  or 
three  20  m.  walks,  swam  half  a  mile  on  two  or  three  occasions,  and  became  the 
most  persistent  patron  of  the  bone-shaker  in  my  class  during  the  three  months* 
prevalence  of  the  velocipedic  furor.  In  October,  1874,  with  the  assistance  of 
a  classmate,  I  rowed  a  lap-streak  boat  from  Springfield  down  the  Connecticut 
River  and  around  the  Sound  to  New  Haven,  in  three  days, — the  distance  be- 
ing estimated  at  from  125  to  140  m., — ^and  the  exertion  cost  me  nothing  more 
than  a  temporary  soreness  and  stiffness,  though  my  companion  suffered  seri- 
ous detriment.  On  the  23d  of  June,  1875,  ^  ^^^  ^^^  ^^^  ^^  ^  ^^"^  among  the 
White  Mountains,  I  went  on  foot  from  the  Flume  to  Littleton,  a  distance  of  1 5 
or  16  m.,  whereof  I  ran  the  last  five  or  six  under  a  blazing  sun,  "  in  order  to 
catch  the  three-o'clock  train,"  whose  approaching  whistle  inspired  me  to  put 
in  a  tremendous  spurt  on  the  last  half-mile.  That  was  my  first  and  only  "  long- 
distance race  "  against  a  locomotive  engine ;  but  I  won.  Though  born  and 
brought  up  on  a  farm,  where  horses  were  always  within  my  reach,  I  never 
learned  to  ride  horseback,  and  never  cared  particularly  about  driving. 

I  used  to  consider  myself  a  tolerably  expert  "  dodger  "  in  the  game  of 
prisoner's  base,  which  had  great  vogue  at  the  academy ;  and  I  believe  I  have 
never  since  engaged  in  any  athletic  pastime  which  could  not  be  practiced 
solitarily.  I  was  a  regular  patron  of  the  gymnasium,  both  at  the  academy  and 
at  college  ;  and,  during  the  fourteen  years  since  then,  my  usual  morning  cus- 
tom, except  on  days  when  more  extensive  exercise  was  impending,  has  been 
to  swing  the  Indian  clubs  for  a  quarter-hour  after  taking  a  cold-water  bath. 
The  latter  practice  has  been  persisted  in  by  me  for  some  eighteen  years  as  my 
inevitable  first  act  after  getting  out  of  bed ;  and  not  even  the  mornings  of  my 
four  voyages  across  the  stormy  ocean  were  allowed  to  be  exceptions  to  the 
mle.  A  Mth  and  change  of  clothes  are  also  my  first  demand  at  the  end  of  a 
day  of  bicycling.  Food  is  always  made  a  secondary  consideration,  then,  with 
me,  no  matter  how  sharp  my  appetite.  Indeed,  I  can  abstain  from  food  for  a 
great  many  hours,  whether  I  am  engaged  in  driving  the  wheel  or  driving  the 
pen,  without  suffering  any  special  inconvenience ;  and  a  rule  which  obliged 
me  to  '*  take  my  meals  at  regular  hours  "  would  exasperate  me  to  the  last 
d^ee.     For  many  years  my  simple  and  savage  custom  has  been  to  "eat 


when  I  was  hungry,"  or  when  food  was  conveniently  accessible,  whether  once, 
twice,  thrice,  or  four  times  a  day,  whether  at  daybreak  or  at  midnight.  That 
this  course  should  be  pursued  without  prejudice  to  health  is,  perhaps,  due  to 
my  profound  faith  in  the  first  LatiA  maxim  ever  given  me  to  construe: 
Fames  condimentum  est  optimum.  "A  good  appetite"  has,  indeed,  always 
been  with  me,  and  I  have  never  doubted  that  it  was  "  the  best  sauce."  1  have 
never  spoiled  it  by  making  trial  of  tobacco  or  fire-water,  or  highly  spiced 
dishes.  I  have  not  even  tasted  tea  or  coffee  since  I  was  a  boy  of  fifteen. 
Otherwise  I  am  omnivorous,  and  take  with  a  relish,  and  with  sure  digestion, 
all  sorts  of  eatables, — flesh,  fish,  fowl,  vegetables,  or  fruit, — which  are  ever 
anywhere  offered  for  human  consumption,  provided,  of  course,  that  they  have 
not  been  doctored  with  pepper  or  other  fiery  sauces. 

Perhaps  the  foregoing  explains  why  I  never  feel  the  need  of  "  going  into 
training  "  for  a  tour.  I  am  always  "  in  training."  I  am  always  in  condition 
to  enjoy  a  day*s  ride  of  forty  miles  on  a  bicycle,  even  though  I  may  not  have 
mounted  it  for  months.  I  sometimes  have  occasion  to  laugh  on  being  told  of 
people  who  mistake  me  for  an  invalid,  on  account  of  the  lack  of  ruddy  color 
in  my  face;  for,  in  reality,  I  have  been  exceptionally  lucky  in  avoiding  all 
approach  to  serious  illness  since  my  early  childhood.  During  a  period  of 
more  than  twenty  years,  ending  with  the  last  week  of  the  summer  of  'Sz,  I 
never  was  confined  to  my  bed  by  illness,  I  never  swallowed  any  medicine, 
and  I  never  asked  advice  of  any  physician.  An  attack  of  chills  and  fever 
(the  penalty,  doubtless,  of  my  neglect  of  bicycling  during  the  two  months  pre- 
vious) then  forced  me  for  the  first  time  to  strike  the  flag  to  Fate,  and  enter 
his  hospital  for  a  week's  dosing  with  quinine.  Nevertheless,  within  three 
weeks  afterwards,  I  started  forth  on  my  pleasant  autumn  tour  of  400  m.,  and 
no  reminder  of  my  illness  kept  me  company.  Since  then,  however,  I  have 
noticed  that  the  strain  of  holding  the  handle-bar  for  40  or  50  m.  is  sufficient  to 
remind  me  of  the  weakness  in  my  left  elbow,  caused  by  dislocating  it  on  the 
occasion  of  my  first  mount  in  1879,  though  in  the  three  years  which  elapsed 
between  that  event  and  the  attack  of  fever  the  existence  of  such  weakness 
was  never  once  suggested  to  me. 

The  statement  of  my  habits  and  beliefs  in  regard  to  drinking  while  on 
the  road  has  been  reserved  to  the  end,  for  the  sake  of  emphasis.  My  prac- 
tice is  in  direct  defiance  of  the  teachings  of  "that  eminent  London  writer, 
Benjamin  Ward  Richardson,  M.  D.,  F.  R.  S.,"  in  his  "  rules  for  health  in  tri- 
cycling," as  reprinted  from  Good  Wards  in  77ie  Wheelman  for  January.  My 
practice  is  in  flat  opposition  to  the  solemn  warnings  of  all  the  other  eminent 
medicine-men,  from  A  to  Z,  whose  prolonged  contemplation  of  the  needs  of 
the  human  body  in  its  phases  of  disease  has  robbed  them  of  the  vision  which 
enables  the  unsophisticated  savage  to  clearly  see  its  needs  in  a  state  of 
health.  My  practice  is  to  drink  freely,  frequently,  unstintedly  I  How  else 
can  a  man,  who  sweats  as  copiously  as  I  do,  preserve  his  comfort,  or  rightly 
regulate  his  temperature?    Fire-water  always  excepted,   I   eagerly  imbibe 

MY  234  RIDES  ON  ''NO,  234."  63 

almost  every  conceivable  beverage  that  comes  within  reach.  Water,  ice- 
water,  soda-water,  mineral-water,  lemonade,  milk,  chocolate,  sarsaparilla,  root- 
beer,  lager,  shandygaff,  ale,  porter,  half-and-half,  cider,  and  light  wines, — all 
these  "drinks  "  I  swallow  in  great  quantities,  when  heated  by  riding;  and  I 
also  delight  in  chopped  ice,  water-ices,  ice-cream,  melons,  lemons,  oranges, 
apples,  and  all  sorts  of  juicy  fruits.  Solid  food  is  of  small  consequence  to 
me  on  a  hot  day's  ride,  but  drink  I  must  have  and  plenty  of  it.  "  Drink  as 
little  as  possible  "  ?  Well,  I  should  smile !  Rather  do  I  drink  as  much  as 
possible,  and  thank  Mother  Nature  betimes  for  the  keen  ph3rsical  delight  im- 
plied in  the  possession  of  so  intense  a  healthy  thirst  simultaneously  with  the 
means  of  gratifying  it  healthily !  Your  little  riding-rules  may  do  well  enough 
for  babes  and  sucklings  of  the  tricycle,  Dr.  Richardson ;  but  don't  you  pre- 
sume to  thrust  them  upon  a  six-thousand-mile  bicycler  like  me  !  How  I  wish 
that  you,  or  some  other  abstemious  Fellow  (of  the  Royal  Society,  London), 
had  tried  to  trundle  a  tricycle  behind  me  for  fifty  miles  through  the  blazing 
sands  of  Long  Island  on  that  historic  "  hottest  day  of  seven  years  " !  Per- 
haps then  you  would  have  adopted  my  theory  that  thirst,  under  such  circum- 
stances, is  one  of  Nature's  warning  signals  which  it  were  dangerous  to  dis 
regard.  Perhaps,  again,  you  would  have  preferred  pertinaciously  to  die  for 
your  theory,  even  at  the  risk  of  being  buried  with  Truth  at  the  bottom  of  one 
of  the  numerous  wells  which  I  that  day  drank  dry!  I'm  sorry  to  appear 
uncivil,  but  my  rage  at  your  repressive  rules  must  be  given  vent,  and  so  I 
finally  break  out  into  rhyme  in  this  way : — 

Just  hear  the  roar,  "  Two-Thirty-Four," 

Of  all  these  learned  buffera, 
Who  say  they  think  't  is  wrong  to  drink 

When  raging  thirst  one  suffers ! 
But  you  and  I  know  that 's  a  lie, 

And  so  I  shout  out  glidly  : — 
"  Dnnk  all  you  can,  my  thirsty  man, 

Nor  choke  in  saddle  sadly ! 
Don't  ever  fear  good  lager-beer, 

When  there 's  no  water  handy ; 
Drink  pints  of  ale,  milk  by  the  pail, 

But  never  rum  nor  brandy  I 
Dritik  half-and-half,  or  shandygaff. 

Or  lemonade,  or  cider ; 
Drink  till  your  thirst  is  past  its  worst, 

Then  mount,  a  freshened  rider ! 
Keep  fairly  cool  (that  is  the  rule) , 

Curse  not,  nor  fume,  nor  worry  *. 
(My  '  fume '  )oke  means  tobacco  amoke) ; 

Nor  take  risks  in  a  hurry  \ 
Nor  tear  your  shirt  while  on  a  spurt ; 

Nor  clothes  while  in  a  snarl  don  *, 
Just  make  no  futo ;  just  be  like  us — 

*  Two-Thirty-Four*  and  Karl  Kron." 



Washington  Square,  which  is  the  real  center  of  the  world,  as  the 
three  thousand  subscribers  to  this  book  are  well  aware,  stands  at  the  head  of 
Fifth  Avenue,  which  is  the  wealthiest  and  most  famous  street  in  America,  as 
intelligent  people  in  general  are  well  aware.  The  Avenue  stretches  north- 
ward from  the  Square,  in  a  perfectly  straight  line,  for  six-and-a-half  miles,  or 
until  terminated  by  Harlem  River,  unless  it  be  considered  as  ending  where  a 
break  is  made  in  it  by  Mount  Morris  Square,  at  120th  St.,  about  a  mile  below 
the  river  terminus,  and  about  a  half-mile  above  Central  Park,  whose  eastern 
wall  fronts  upon  the  Avenue  for  two-and-a-half  miles.  Double  that  distance 
intervenes  between  the  southern  wall  of  the  Park  and  the  southern  terminus 
of  Manhattan  Island,  which  is  a  little  park  called  the  Battery ;  and  Washing- 
ton Square  lies  just  about  midway  between  them.  "  Of  the  26,500  acres  com- 
prising the  area  of  the  city,  14,000  acres  compose  Manhattan  Island,  which 
is  thirteen-and-a-half  miles  long,  and  increases  in  breadth  from  a  few  hundred 
yards  at  the  Battery  to  two-and-a-quarter  miles  at  14th  st.  Its  breadth  is  but 
little  less  than  this  for  the  next  five  miles,  or  to  114th  st. ;  while  for  the  last 
four  miles,  or  from  144th  st  (just  below  the  region  of  Washington  Heights) 
to  Kingsbridge,  the  island  averages  less  than  a  mile  in  width.  It  was  orig- 
inally  very  rough,  a  rocky  ridge  running  from  the  south  point  northward  and 
branching  into  several  spurs  which  united  after  four  or  five  miles,  culminating 
in  Washington  Heights,  238  feet  above  tide-water,  and  in  a  bold  promontory 
of  130  feet  at  the  extreme  northern  point.  The  East  River,  which  is  simply 
the  outlet  of  Long  Island  Sound,  separates  it  from  Long  Island,  on  the  east ; 
a  narrow  arm  of  the  Sound  (called  Harlem  River  and  Spuyten  Duyvil  Creek, 
though  forming  a  mere  tidal  channel  of  connection  with  the  Hudson)  sepa- 
rates it  from  the  mainland  of  the  State,  on  the  north ;  while  the  great  Hudson 
itself  (often  called  the  North  River)  separates  it  from  the  State  of  New 
Jersey,  on  the  west.  On  the  south  lies  the  bay,  beyond  which,  distant  half-a- 
dozen  miles  from  the  Battery,  is  Staten  Island,  whose  easternmost  point  ap- 
proaches within  about  a  mile  of  the  westernmost  point  of  Long  Island  to  form 
the  Narrows, — the  passageway  between  New  York  Harbor  and  the  Atlantic 
Ocean.  The  settlement  of  the  island  was  begun  at  the  Battery  (by  the  Dutch 
in  1623),  and  extended  northward  very  gradually,  so  that,  at  the  opening  of 
the  present  century,  when  the  population  numbered  60,000,  there  were  few 

1  From  The  Springfield  IVkeelmen^s  GatftU,  April,  1885,  pp.  211,  212. 


residents  as  far  up  as  the  region  of  the  present  Washington  Square,  which 
the  city  purchased  in  1797  for  a  Potter's  Field.  Burials  ceased  to  be  made 
long  before  1830,  however,  when  it  was  changed  to  Washington  Parade  Ground. 
The  houses  now  surrounding  it  are  numbered  consecutively  (i  to  79),  from  the 
north-east  comer  westward,  southward,  eastward,  and  northward.  No.  79  is 
a  recently-built  apartment-house  for  bachelors,  called  <  The  Benedict ' ;  and 
its  broad  front  of  red  brick  combines  with  the  brown-and-blue  stone  of  the 
old  church  adjoining,  and  the  white  granite  fa^atU  of  the  massive  University 
Building,  just  beyond,  to  form  quite  an  imposing  eastern  boundary  for  this 
most  attractively  secluded  Square."* 

Fourth  Street  forms  the  southern  boundary  of  the  same,  and  the  streets 
below  that  are  irregular  in  nomenclature  as  well  as  in  length,  breadth  and 
direction.  In  this  old  part  of  the  city  the  great  bulk  of  its  business  is  trans- 
acted, and  its  "  tenement  house  population  "  live  there — one  of  the  wards 
containing  more  than  290,000  of  them  to  the  square  mile.  It  is  a  confession 
of  pecuniary  weakness  and  of  social  unimportance  for  a  New  Yorker  to  re- 
side below  Washington  Square,  for  this  oasis  of  eight  acres  serves  as  a  well- 
recognized  dividing  line  between  wealth  and  poverty,  virtue  and  vice,  dis- 
tinction and  obscurity.  It  is  a  stock  joke,  on  the  local  variety-stage,  to  speak 
of  South  Fifth  Avenue  (the  "  French  quarter  "  of  New  York)  as  if  it  were 
in  every  way  equal  to  the  Avenue ;  but  though  the  social  separation  of  the 
two  streets  is  of  the  superlative  sort,  the  slight  geographical  barrier  between 
them  is  represented  by  the  width  of  the  Square,  l^rom  this  extending  south- 
ward also  is  Thompson  Street,  distinguished  as  the  "  negro  quarter  " ;  while 
the  "  Irish  quarter,"  the  "  German  quarter,"  the  **  Jew  quarter,"  and  the 
other  foreign  "  groups,"  which  give  the  city  so  cosmopolitan  a  cast,  must  all 
be  sought  in  the  densely-populated  region  below  the  Square. 

Above  it  the  streets  are  all  numbered  consecutively  rather  than  named; 
and  the  reckoning  of  distances  is  rendered  easy  by  the  fact  that  any  given 
twenty  of  them  cover  a  mile ;  34th  st,  for  example,  being  a  mile  above  14th  st. 
Each  of  these  is  of  extra  width,  as  a  special  thoroughfare,  and  the  same  may 
be  said  of  23d,  42d,  57th,  72d,  79th,  86th,  96th,  io6th,  it6tb,  125th  and  145th; 
while  59th  and  i  loth  are  important  as  respectively  marking  the  lower  and 
upper  boundaries  of  Central  Park.  Fourteenth  Street  extends  in  a  straight 
line  across  the  island,  east  and  west,  from  river  to  river,  and  all  the  streets  of 
higher  numbers  are  exactly  parallel  to  it,  though  the  continuity  of  many  of 
them  is  broken  by  the  Central  Park  and  smaller  squares.  The  longitudinal 
roads  of  the  island  are  laid  at  right-angles  to  these  streets,  and  are  designated 
as  avenues,  being  parallel  to  Fifth  Avenue,  which,  though  not  exactly  in  the 
center,  may  be  considered  the  backbone  of  the  system.  "The  house-num* 
bers  begin  there,  and  run  east  and  west,  a  new  hundred  beginning  at  each  of 
the  other  numbered  avenues,  whether  the  prior  hundred  has  been  filled  out  or 

»  "  Appletons'  Dktionary  of  New  York,"  p.  160,  somewhat  altered. 


not.**  Thus,  loi  East  50th  st.  is  the  first  door  cast  of  4th  av. ;  201  East  50th 
St.  is  the  first  east  of  3d  av. ;  loi  West  50th  st.  is  the  first  door  west  of  6lh 
av. ;  201  West  50th  st.  is  the  first  west  of  7th  av.,  and  so  on.  The  higher  the 
number,  the  further  the  distance  from  Fifth  Avenue,  the  nearer  the  approach 
to  the  waterside,  and,  usually,  the  poorer  the  character  of  the  house.  East  of 
First  Avenue  may  be  found  Avenue  A ;  and,  in  the  lower  part  of  the  system, 
also  Avenues  B,  C,  and  D ;  while  Eleventh  Avenue  is  on  the  extreme  west 
side.  To  accredit  a  man  with  residence  upon  any  of  these  is  to  announce 
him  as  far  removed  from  the  world  of  society  and  fashion.  Broadway,  the 
longest  thoroughfare  of  the  island,  extends  in  a  straight  line  from  the  Battery 
to  Grace  Church  (loth  St.),  in  a  direction  nearly  parallel  to  that  of  the  ave- 
nues ;  but  it  then  takes  a  diagonal  course  to  the  westward,  crossing  5th  av. 
at  23d  St.,  6th  av.  at  34th  st.,  7th  av.  at  44th  st.,  8th  av.  at  59th  st.  (the  south- 
west corner  of  Central  Park),  9th  av.  at  64th  St.,  loth  av.  at  70th  st. ;  and  at 
io6th  St.  it  enters  nth  av.,  whose  identity  there  becomes  merged  in  it. 
Broadway  above  59th  st.  is  known  as  the  Boulevard,  and  is  laid  out  with  two 
wide  road-beds,  separated  by  small  parks  of  grass  and  trees  in  the  center, 
as  far  as  125th  st.  It  continues  of  extraordinary  width  for  two  miles  above 
that,  or  until  it  joins  the  Kingsbridge  road  at  170th  st.,  and  trees  are  regu- 
larly ranged  along  each  of  its  sides.  Above  Kingsbridge,  it  is  again  Broadway. 
Below  Central  Park  (S9th  st.),  the  island  is  so  completely  covered  with 
buildings  that  such  of  its  original  inequalities  of  surface  as  have  not  been 
graded  out  of  existence  'are  practically  hidden  or  forgotten.  A  resident 
habitually  thinks  of  the  city  as  flat,  though  considerable  hills  and  depressions 
may  be  found  on  both  Broadway  and  Fifth  Avenue,  if  one  cares  to  look  for 
them ;  and,  on  many  of  the  lateral  streets,  sharp  descents  are  noticed  as  one 
approaches  the  waterside.  The  stone  pavement  which  covers  all  the  streets 
of  the  city  (with  insignificant  exceptions),  for  five  miles  above  the  Battery,  is 
usually  spoken  of  as  "  Belgian  block " ;  and  much  of  it  really  is  so,  as  in 
Fifth  and  other  avenues.  Broadway  and  niany  other  streets,  however,  are 
paved  with  stones  shaped  like  bricks,  but  much  larger,  laid  edgewise,  and 
with  the  long  side  at  right-angles  to  the  main  line  of  traffic.  Though  I  have 
driven  my  bicycle  over  these  five  miles  of  stone  blocks  (doing  the  last  half  of 
the  distance,  through  Fifth  Avenue  to  the  Park,  without  dismount),  I  must 
declare  that  there  is  little  pleasure  in  such  rough  riding.  In  the  winter,  how- 
ever, I  have  often  seen  the  cracks  between  the  stones  so  well  filled  with 
frozen  mud  or  snow  as  to  supply  a  smooth  surface  ;  and  I  hope  I  may  some- 
time find  leisure  to  make  an  extensive  trial  of  the  New  York  streets  while 
in  this  attractive  condition.  The  city  sidewalks  are  almoi>t  all  composed  of 
broad,  smooth  flagstones, — ^brick  or  concrete  being  rarely  used  for  the  pur- 
pose,—but,  as  their  curb  is  six  inches  or  so  above  the  street  level,  the  bicycler 
who  resorts  to  them  must  dismount  at  every  crossing.  In  a  north-and-south 
direction,  therefore,  he  must  make  twenty  stops  to  the  mile ;  but,  in  an  east- 
and-west  direction,  he  may  go  by  stretches  nearly  a  quarter-mile  long  between 


the  Hudson  River  and  Fifth  Avenue.  East  of  that  thoroughfare  his  stops 
will  be  twice  as  frequent,  for  Madison  av.  is  interpolated  between  5th  av.  and 
4ih  av ,  and  Lexington  av.  between  4th  av.  and  3d  av. ;  while  the  distances 
between  3d  av.,  2d  av.,  and  ist  av.  are  less  than  those  between  the  avenues 
on  the  west  side. 

There  is  no  special  municipal  regulation  against  bicycling  on  the  side- 
walks, though  each  policeman  may  prohibit  it  on  his  own  beat,  under  the 
general  orders  given  him  to  keep  the  walks  clear  of  all  "  obstructions."  It 
depends  upon  circumstances  or  personal  temper  whether  any  individual 
policeman  exercises  this  right  of  prohibition;  but  the  probability  is  against 
his  doing  so  unless  the  number  of  people  on  the  walk  is  so  great  that  no 
prudent  person  would  wish  to  ride  a  bicycle  among  ,them.  Policemen  have 
urged  me  to  mount  on  the  crowded  sidewalks  of  Wall  Street,  and  have  or- 
dered me  to  dismount  on  upper  Fifth  Avenue  when  the  walks  were  almost 
vacant.  The  same  officer  who  may  grant  the  request  to  ride,  if  politely  put 
to  him,  for  the  sake  of  seeing  "  how  the  thing  is  started,"  may  soon  after- 
wards, on  meeting  a  man  already  in  the  saddle,  order  him  to  leave  it,  for  the 
sake  of  seeing  "  how  the  thing  is  stopped,"  or  because  the  whim  takes  him 
to  gratify  his  feeling  of  authority  by  humbling  the  pride  of  the  superior 
creature  whom  he  imagines  to  look  down  disdainfully  upon  himself  from  the 
serene  upper  heights  of  the  wheel.  The  street  children  are  a  much  greater 
obstacle  than  the  patrolmen,  however,  to  sidewalk  touring  in  the  metropolis ; 
for  the  appearance  of  a  bicycle  in  most  of  the  densely-populated  quarters 
will  generally  draw  out  so  tumultuous  a  swarm  of  them  as  to  force  the  lover- 
of-quiet  to  dismount,  in  order  to  rid  himself  of  his  escort, — even  if  he  can 
persuade  them  to  give  him  a  pledge  of  safety  by  taking  to  the  roadway,  in- 
stead of  running  noisily  alongside  him  on  the  walk.  The  children  will  usually 
agree  to  this  at  the  outset,  as  they  are  anxious  to  see  the  riding ;  but  the  new- 
comers in  their  ranks  will  continually  infringe  upon  the  rule ;  and  the  task 
of  shouting  Avith  sufficient  vigor  to  drive  them  out  of  reaching  distance  of  the 
rear-wheel,  and  of  simultaneously  keeping  a  sufficiently  sharp  eye  for  obstacles 
ahead  of  the  front  wheel,  is  too  great  a  task  to  be  paid  for  by  the  pleasures  of 
the  experience. 

There  is  a  broad  sidewalk  of  hardened  earth  (having  a  central  line  of 
flagstones  on  the  8th  av.  side  from  S9th  st.  to  iioth  St.,  and  on  the  5th  av.  side 
from  90th  St.  to  iioth  st.)  which  serves  as  a  border  for  Central  Park,  and  on 
which  a  bicycle  might  be  driven  for  about  six  miles  without  more  than  twice 
that  number  of  dismounts  being  required  by  the  curbs  ;  but  the  walk  is  under 
control  of  the  same  persons  who  have  charge  of  the  walks  inside  the  park 
walls,  and  they  prohibit  wheeling  upon  it.  This  is  no  great  deprivation, 
however,  for  the  roadway  of  5th  av.  is  macadamized  from  the  park-entrance 
to  Harlem  River;  while  a  wheelman  along  the  west  side,  who  might  wish  to 
avoid  the  Belgian  blocks  of  8th  av.  by  resorting  to  the  flagstones,  would 
rarely  be  molested, — so  slight  a  watch  is  kept  of  the  very  few  foot-passengers 


along  that  thoroughfare.  The  west-side  bicycler,  furthermore,  would  usually 
prefer  to  avoid  the  desolate  8th  av.  altogether,  and  try  the  Boulevard,  before 
described  as  extending  in  the  same  general  direction,  a  little  to  the  west  of 
it ;  for  this  is  macadamized  as  far  as  1 55th  St.,  and  probably  soon  will  be  to 
its  junction  with  the  Kingsbridge  road  at  170th  st.  When  I  first  began  rid- 
ing, in  1879,  *^s  surface  was  in  rather  better  condition  than  now ;  and  the 
construction  of  a  double-line  of  street-car  tracks,  within  the  last  few  months, 
will  impair  the  facility  formerly  .enjoyed  by  the  bicycler  for  changing  from 
one  side  of  the  Boulevard  to  the  other,  though  each  side  of  it  will  still  afford 
him  ample  space  to  ride  upon.  Four  transverse  roads,  as  they  are  called, 
pass  under  Central  Park  from  east  to  west,  leaving  5th  av.  at  65th  st.,  79th 
St.,  85th  St.  and  97th  st^  and  entering  8th  av.  at  66th  St.,  8ist  st.,  86th  st.,  and 
97th  St.,  respectively.  The  sidewalks  of  all  the  four  are  smooth,  as  are  also 
the  roadways  of  some  of  them.  The  highest  passage  (97th  st.)  is  the  poorest 
of  all,  and  the  lowest  is  chiefly  to  be  recommended,  on  account  of  its  near- 
ness to  7  2d  St.,  which  is  an  important  macadamized  thoroughfare  both  east 
and  west  of  the  park.  The  Belgian  blocks  of  its  lower  border,  59th  St.,  may 
be  ridden  more  easily  in  an  easterly  direction,  because  there  is  a  descending 
grade  from  8th  av.  to  sth  av.  At  the  upper  end  of  the  park,  macadam  covers 
the  whole  surface  of  iioth  st.  from  river  to  river, — ^its  westernmost  terminus 
being  the  Riverside  Drive.  This  is  a  broad  parkway,  of  excellent  macadam- 
ized surface,  which  extends  along  the  heights  overlooking  the  Hudson,  from 
7  2d  St.  to  129th  St.,  and  which  may  also  be  entered  at  11 6th  st.  and  elsewhere. 
Its  average  width  is  about  500  feet  and  its  area  is  178  acres.  It  has  been 
open  to  the  public  only  two  or  three  years,  but  some  handsome  residences 
are  already  to  be  found  there,  and  the  expectation  is  that  its  eastern  side  will 
in  course  of  time  be  solidly  lined  with  them.  The  same  hope  is  held  in  re- 
gard to  the  adjacent  Boulevard ;  and,  indeed,  the  whole  region  west  of  Central 
Park  is  destined  soon  to  be  covered  with  fine  houses,  though  the  shanties  of 
the  squatters  have  not  yet  completely  disappeared  from  the  rocks.  The)'  may 
still  be  seen,  also,  in  the  corresponding  unsettled  region  east  of  the  park ; 
and  though  the  avenues  and  streets  nearest  to  it  will  finally  be  filled  with 
elegant  mansions,  a  majority  of  the  habitations  on  the  lower  ground  near  the 
water  will  be  of  a  humbler  sort  than  a  majority  of  those  west  of  the  park. 
North  of  this  is  a  region  not  yet  built  upon,  where  market-gardens  and  hot- 
beds cover  unbroken  acres  of  ground  which  the  city  map  represents  as  cut  up 
by  the  east-and-west  numerical  streets.  When  these  are  really  built,  upon 
the  lines  now  laid  down,  it  is  likely  that  many  of  them  may  be  macadamized, 
as  1 1 6th,  145th,  I52d,  and  155th  sts.  already  are.  A  level,  macadamized 
stretch,  about  two  miles  long,  straight  from  Central  Park  to  Harlem  River, 
is  supplied  by  both  6th  av.  and  7th  av.,  but  the  latter  has  a  good  deal  of  earth 
on  its  surface,  and  is  much  frequented  by  the  drivers  of  fast  horses,  so  that 
the  former  is  to  be  recommended  to  the  bicycler,  who  should  turn  west  at 
145th  St.  and  thence  ride  a  half-mile  northward  to  the  end  of  7th  av.,  in  case 


he  wishes  to  cross  at  Central  Bridge.  If  he  continues  on  145th  st.  to  the  top 
of  the  hill,  he  will  find  the  macadamized  Boulevard  (nth  av.)  just  beyond; 
or  he  may  turn  into  St  Nicholas  avenue  (macadamized)  when  half-way  up  the 
hill,  and  follow  it  northward  until  (at  i6ist  st.,  where  it  crosses  loth  av.)  he 
finds  its  name  changed  to  Kingsbridge  road;  while,  if  he  turns  left  from  145th 
SL,  he  may  follow  the  avenue  in  a  south-easterly  direction,  crossing  8th  and 
7th  avs.  obliquely,  and  reaching  its  end  at  the  junction  of  6th  av.  and  iioth  st. 

The  rider  who  enters  Manhattan  Island  at  Harlem  Bridge  (3d  av.  at 
130th  St.)  may  go  through  127th  st.  to  ist  av.  and  down  this  to  109th  St., 
mostly  on  macadamized  surface ;  thence  to  92d  st.  the  roadway  is  unpaved, 
but  I  have  found  its  frozen  earth  to  supply  smooth  wheeling  in  December ; 
while  from  92d  St.,  to  its  origin  at  ist  St.,  ist  av.  can  boast  nothing  better 
than  Belgian  block.  Th^  next  thoroughfare  to  the  eastward,  Avenue  A, 
offers  the  best  riding  surface  in  that  part  of  the  city,  for  it  is  smoothly  mac- 
adamized from  86th  st.  to  57th  St.,  and  is  not  marred  by  the  presence  of 
horse-car  tracks.  There  is  a  hill  at  each  end,  and  the  lower  one  is  steep 
enough  to  be  rather  difficult ;  but  from  the  top  of  this  an  excellent  view  may 
be  had  of  the  river-traffic,  from  the  fence  overlooking  the  water,  a  few  rods 
to  the  east.  This  abrupt  terminus  of  57th  st.  is  just  about  opposite  the  jail, 
which  stands  a  quarter-mile  from  the  southern  end  of  Blackwell's  Island; 
and  the  end  of  86th  st.  is  just  opposite  the  light-house  which  stands  at  the 
northern  point  of  that  island.  Stations  of  the  2d  av.  elevated  railroad  are  at 
both  those  streets,  and  also  at  65th,  75th  and  80th  sts. ;  and  the  rocky  water- 
front of  much  of  this  region  is  occupied  by  monster  beer-gardens  and  picnic- 
grounds,  of  which  the  one  called  Jones's  Wood  (opened  in  1858)  is  perhaps 
the  oldest  and  most  widely-known.  At  the  foot  of  86th  st.  a  pretty  little 
public  park  is  also  included  between  Avenue  B  and  the  river. 

Blackweirs  Island,  though  two  miles  long,  is  only  about  a  sixth  of  a  mile 
wide;  and  the  7/xx)  people  who  are  confined  to  its  area  of  120  acres  are  all 
under  the  care  of  the  Commissioners  of  Public  Charities  and  Correction, 
whose  ofHce  is  at  3d  av.  and  nth  st.  By  obtaining  a  pass  there,  and  taking  a 
ferry-boat  at  26th  st.  or  52d  St.,  the  island  may  be  visited  at  any  time  except 
Sunday  ;  and  I  presume  theVe  would  not  be  much  difficulty  in  getting  permis- 
sion to  visit  it  with  a  bicycle.  My  own  written  request  to  that  effect,  which 
was  sent  several  years  ago,  never  received  any  response,  however ;  so  that 
my  personal  knowledge  of  the  paths  of  the  island  has  been  gained  entirely  on 
the  decks  of  passing  steamers,  where  they  certainly  seem  very  smooth  and 
attractive  for  cycling.  The  heavy  granite  sea-walls,  and  the  massive  buildings, 
have  all  been  constructed  by  convict  labor,  from  stone  quarried  on  the  island ; 
and  though  the  charity  hospital,  blind  asylum,  lunatic  asylum,  convalescent 
hospital,  almshouse,  workhouse  and  other  institutions  are  situated  there,  as 
well  as  the  great  penitentiary,  which  usually  contains  about  1,200  inmates,  it 
is  the  latter  which  gives  its  distinctive  character  to  the  place  in  the  popular 
imagination.    Allusions  to** the  Island,"  according  to  the  current  slang  of 


the  city,  always  refer  to  Blackwell's  Island ;  and  any  mention  of  a  person 
who  has  "  gone  on  "  or  "  got  off  "  the  same, — ^who  has  been  •*  sent  up  to  **  or 
has  "  come  down  from  "  the  same, — ^implies  that  he  is  an  imprisoned  or  a  re- 
leased criminal. 

The  uppermost  half-mile  of  Avenue  A  (known  locally  as  "  Pleasant  Ave- 
nue "),  from  its  river  terminus  at  124th  st.  to  where  the  water  again  interrupts 
it  near  113th  st.,  offers  a  smooth  surface  for  wheeling;  and  5th  av.,  almost  a 
mile  to  the  westward,  may  be  reached  on  the  macadam  at  124th,  11 6th,  iioth 
and  7  2d  sts.  There  is  a  stretch  of  rough  macadam  on  128th  st.,  from  3d  to 
6th  avs. ;  and  the  macadam  of  11 6th  st.  reaches  to  7th  av.,  and  will  perhaps 
finally  be  extended  to  the  lower  road  of  Morningside  Park.  This  is  an  irreg- 
ular, elongated  piece  of  land,  comprising  some  32  acres,  between  123d  and 
1 1 oth  sts.,  and  its  lower  road — which  is  a  broad  macadamized  thoroughfare 
connecting  those  two  streets — begins  at  its  southeast  corner,  which  is  about 
500  feet  from  the  northwest  comer  of  Central  Park.  This  road  was  first 
opened  to  the  public  in  December,  1884 ;  and  the  corresponding  upper  road, 
extending  along  the  top  of  the  massive  wall  which  is  noticed  by  passengers 
on  the  elevated  trains,  will  probably  be  finished  during  the  present  year.  The 
surface  will  be  smooth,  and  the  grades  not  difficult  for  the  bicycler  who  leaves 
iioth  St.  at  9th  av.,  of  which  it  is  the  continuation;  while  the  extensive 
views  from  the  top  will  well  repay  him  for  a  brief  visit.  I  have  never  tried 
loth  av.  below  145th  st. ;  but  in  the  other  direction  it  is  ridable  for  two-and-a- 
half  miles,  or  to  its  terminus  at  196th  st.  This  is  a  sort  of  "  jumping-ofiE 
place,"  in  the  woods ;  a  bluff  which  the  map  names  as  Fort  George,  and 
which  gives  a  fine  view  of  the  meadows  stretching  along  the  upper  Harlem. 
Bordering  loth  av.,  at  173d  St.,  is  the  embankment  of  the  Croton  Reservoir; 
and  from  this,  the  highest  ground  on  Manhattan  Island,  may  be  had  a  most 
extensive  outlook,  which  no  stranger  can  afford  to  miss.  Hard  by  stands 
the  lofty  water-tower  of  granite, — one  of  the  city*s  most  widely-known  land- 
marks,— and  from  the  base  of  this  the  tourist  may  carry  his  bicycle  down  two 
long  flights  of  steps,  to  the  entrance  of  High  Bridge,  whose  top  is  a  broad 
walk  of  brick,  with  stone  parapets,  concealing  the  aqueduct  pipes  below. 
The  structure  has  thirteen  arches, — cresting  on  solid  granite  piers,  the  crown 
of  the  highest  arch  being  ir6  feet  above  the  river  surface, — and  it  is  1,460 
feet  long.  The  beauty  of  the  scenery  makes  the  bridge  a  specially  pleasant 
place  to  walk  or  ride  upon,  and  I  have  enjoyed  several  spins  there ;  but 
recent  regulations  command  that  bicycles  on  the  bridge  must  be  trundled  by 
their  owners,  and  not  ridden.  A  smooth  road  called  Undercliff  av.  leads 
northward  from  the  east  end  of  the  bridge ;  but,  if  a  southern  course  is  de- 
sired, the  tourist  may  soon  make  a  turn  to  the  left  and  descend  the  hill  into 
Sedgwick  av.,  by  which  he  may  go  without  stop,  to  Central  Bridge  (end  of  8th 
av.),  a  mile  below. 

When  I  began  exploring  this  region,  in  '79,  my  northward  coarse  from 
Central  Bridge  (then  called  McComb's  Dam)  was  always  through  Central  av. 



to  the  Kingsbridge  road  at  Jerome  Park,  whose  southern  end  is  bounded  by 
it,  while  its  eastern  side  is  bounded  by  the  avenue,  which,  a  mile  beyond, 
forms  a  part  of  the  west  boundary  of  Woodlawn  Cemetery,  and  then  contin- 
ues on  to  White  Plains,  a  dozen  miles  to  the  north.  I  am  told  that  most  of 
this  upper  section  affords  decent  wheeling  at  certain  favorable  seasons  of  the 
year ;  though  I  found  a  discouraging  amount  of  sand  alongside  the  park,  on 
the  single  occasion,  in  August,  when  I  ventured  beyond  its  lower  border. 
Between  there  and  Central  Bridge,  a  distance  of  about  three-and-a-half  miles, 
the  avenue  may  be  ridden  without  dismount,  in  both  directions ;  though  there 
are  t^'o  or  three  short  grades  whose  ascent  is  apt  to  be  made  difficult  by 
sand-ruts,  while  the  general  looseness  of  surface,  and  the  general  presence  of 
many  drivers  of  fast  horses,  combine  to  render  the  course  rather  unattractive 
for  bicycling.  The  northward-bound  tourist  had  better  turn  off  from  it,  about 
a  mile  from  the  bridge,  at  the  first  road  which  branches  to  the  left  above 
Judge  Smith's  hotel, — ^some  thirty  or  forty  rods  from  it, — ^the  hotel  being  dis- 
tinguished by  the  fact  of  its  facing  the  long,  straight  stretch  of  the  avenue. 
This  road  .to  the  left,  which  may  be  called  a  continuation  of  Gerard  av.,  in  the 
course  of  a  half-mile  makes  a  junction  with  UnderclifE  av.,  before  mentioned 
as  leading  north  from  High  Bridge,  not  quite  a  mile  away.  The  combination 
is  called  Ridge  av.  and  extends  nearly  two  miles  to  the  Kingsbridge  road, 
which  it  enters  almost  opposite  the  church  that  surmounts  the  little  hill  on 
the  west  of  Jerome  Park.  This  is  a  narrower  and  hillier  path  than  Central 
av.,  but  it  is  a  much  prettier  and  smoother  one,  for  it  is  largely  overhung 
with  trees,  and  it  was  macadamized  in  1884.  The  tourist  who  wishes  to  avoid 
Central  av.  altogether,  should  turn  left  into  Sedgwick  av.,  as  soon  as  he 
leaves  Central  Bridge,  and  he  may  then  ride  continuously  on  macadam,  and 
without  dismount,  to  the  Kingsbridge  road,  though  the  ascent  after  passing 
ander  High  Bridge  may  be  rather  difficult  to  conquer.  In  the  southward  di- 
rection, too,  the  whole  track  may  be  traversed  without  a  stop. 

The  distance  from  the  gate  of  Jerome  Park  to  the  head  of  Broadway  in 
Kingsbridge  is  a  mile-and-a-half,  and  the  middle-point  is  the  foot  of  a  long 
hill,  which  I  have  sometimes  ridden  down  (though  I  consider  the  descent  a 
rather  risky  one),  and  which  I  once  managed  to  ride  up.  At  the  foot  of  this 
hill,  the  rider  should  turn  to  the  right,  and  then,  about  a  quarter-mile  later,  to 
the  left,  down  the  street  leading  across  the  railroad  station  to  Broadway. 
If,  instead  of  turning  left  at  the  foot  of  the  hill,  he  prefers  to  keep  straight 
on,  he  will  probably  have  to  dismount  at  the  railroad  tracks,  if  not  also  at  the 
little  Farmer's  Bridge,  spanning  Spuyten  Duyvil  Creek,  and  at  certain  points 
on  the  causeway  leading  to  the  hotel,  situated  at  its  junction  with  the  main 
road,  which  reaches  down  to  loth  av,  at  i62d  St.,  four-and-a-half  miles  below. 
If  he  goes  up  this  road  for  a  quarter-mile,  and  crosses  the  creek  again  at  the 
true  King's  Bridge,  and  turns  down  to  the  right  for  forty  rods,  he  will  reach 
the  head  of  Broadway,  after  having  covered  about  twice  the  distance  required 
by  the  direct  route  from  the  foot  of  the  hill,  as  before  described.    This  route', 


being  newly  macadamized,  is  preferable  to  the  causeway,  even  though  the  re- 
turn journey  to  the  city  is  to  be  immediately  begun,  along  the  main  road  from 
King's  Bridge.  The  macadamized  surface  of  this  favorite  thoroughfare  has 
varied  greatly  in  quality  during  the  half-dozen  years  that  I  have  been  ac- 
quainted with  it ;  but,  when  in  average  condition,  it  may  be  ridden  in  either 
direction  without  dismount.  A  short  hill  just  beyond  the  Inwood  school- 
house  is  steep  enough  to  stop  many  northward  riders,  however;  and  the 
ascent  of  Washington  Heights,  in  the  other  direction,  has  been  long  enough 
to  stop  many  others,  though  its  descent  has  afforded  excellent  coasting  for 
nearly  a  mile.  I  use  the  past  tense,  because,  at  the  present  writing,  the  rocks 
which  form  the  basis  of  the  road  are  being  blasted  away,  and  its  ultimate 
grade  will  be  essentially  lower  than  before.  I  have  never  visited  what  the 
maps  designate  as  the  "  Public  Drive,"  or  "  Boulevard,"  extending  from  In- 
wood  Station  (Tubby  Hook),  along  the  bluffs  of  the  riverside,  to  nth  av.  at 
1 56th  St.,  three  miles  below ;  but  its  names  seem  to  imply  a  smooth  surface, 
— at  least  prospectively.  It  passes  the  point,  about  a  mile  directly  west  of 
the  tower  at  High  Bridge,  where  stood  Fort  Washington,  an  exten§ive  earth- 
work which  the  British  captured  in  November,  1776,  thereby  causing  the 
evacuation,  four  days  later,  of  its  companion  stronghold.  Fort  Lee,  on  the 
New  Jersey  side  of  the  Hudson.  The  mansion  of  Madame  Jumel,  which 
served  as  Washington's  headquarters  during  that  historic  autumn,  still  stands 
on  the  heights  overlooking  the  Harlem,  just  east  of  loth  av.  and  a  short  dis- 
tance below  the  water-tower.  According  to  the  city  map,  the  swampy  low- 
lands of  this  region,  which  extend  from  the  river's  edge  to  the  foot  of  the 
heights,  are  ultimately  to  have  a  Boulevard,  beginning  at  1 50th  St.,  and  reach- 
ing around  the  Fort  George  bluff  to  make  a  junction  with  the  Kingsbridge 
road  at  a  point  opposite  Tubby  Hook,  a  distance  of  three  miles.  The  half 
mile  or  more  of  road  northward  from  the  hook,  to  the  end  of  the  blufif  which 
terminates  the  island  at  Spuyten  Duyvil  Creek,  is  probably  ridable;  but 
there  is  no  way  of  crossing  the  creek,  except  on  the  uncovered  ties  of  the 
railroad  bridge. 

My  description  of  the  chief  cycling  routes  on  Manhattan  Island  being 
thus  completed,  I  return  to  the  foot  of  Jerome  Park  where  the  Kingsbridge 
road  crosses  Central  av.,  and  say  that  the  road  continues  a  somewhat  wind- 
ing southeasterly  course  for  a  half-mile,  until  it  crosses  the  railroad  tracks  al 
Fordham,  after  a  sharp  descent.  Just  before  beginning  this  descent,  it 
makes  a  junction  with  another  smoothly  macadamized  road,  leading  south- 
westerly to  its  terminus,  a  mile  distant,  at  Fordham  Landing  (or  Berrian 
Landing),  a  little  railroad  station  on  the  Harlem.  This  cross-road  is  inter- 
sected at  its  middle  point  by  Ridge  av.,  before  described ;  and  I  recommend 
it  as  the  best  route  from  Fordham  to  that  avenue,  while  I  at  the  same  time 
offer  warning  against  it,  as  having  no  outlet  at  the  riverside.  "  Pelham  and 
Fordham  Avenue  "  is  the  double-name  given  to  the  prolongation  of  the  Kings- 
bridge  road,  beyond  the  railway  crossing ;  and,  by  riding  a  straight  easterly 



stretch  of  half-a-mile  or  more  upon  its  southern  sidewalk  (great  good  luck  may 
allow  this  to  be  done  without  dismount),  the  tourist  reaches  the  Southern 
Boulevard,  on  whose  macadam  he  may  then  spin  along  for  a  half-dozen  miles 
without  dismount,  to  its  terminus  at  Harlem  Bridge  (3d  av.  at  133d  St.).  The 
upper  terminus  of  this  Boulevard  is  Central  av.  at  Jerome  Park,  about  a  mile- 
and-a-half  distant  from  Pelham  av. ;  but  I  found  that  upper  section  too  sandy 
for  bicycling,  when  I  first  tried  it,  in  '79,  and  I  suppose  it  is  so  still,  though 
macadam  will  doubtless  be  applied  to  it  at  last.  The  surface  of  this  Southern 
Boulevard  has  varied  greatly  during  the  years  that  I  have  been  familiar  with 
it ;  but  it  has  no  difficult  grades,  and,  at  its  worst,  it  is  always  ridable  ;  while, 
at  its  best,  it  supplies  some  of  the  smoothest  and  swiftest  stretches  for  riding 
that  can  be  found  in  the  whole  metropolitan  district.  If  one  turns  west  at 
the  first  macadamized  street  above  Boston  av.  (whose  crossing  of  the  Boule- 
vard is  distinguished  by  horse-car  tracks),  he  may  ride  smoothly  for  about  a 
mile  to  Tremont  (whence  I  have  wheeled .  along  the  railway  line  a  mile  or 
more  northward  to  Fordham),  and  I  presume  there  may  be  at  least  one  fairly 
ridable  road  among  the  three  or  four  which  lead  from  Tremont  to  Central 
av.  Another  pleasant  easterly  route  from  this  last-named  thoroughfare  may 
be  found  by  crossing  the  bridge  above  Gabe  Case's  hotel,  which  is  about  a 
third-of-a-mile  above  Central  Bridge,  and  walking  up  a  short  hill  (165th  st.)  to 
the  entrance  of  Fleetwood  Park  at  Walton  av.  This  has  a  macadamized 
surface,  upon  whose  gentle  downward  slope  the  rider  may  go  without  stop  to 
138th  St.,  where  he  will  cross  the  railroad  track  at  Mott  Haven  station  and 
soon  reach  3d  av.,  a  quarter-of-a-mile  above  Harlem  Bridge.  Walton  av. 
may  also  be  reached  by  taking  the  first  easterly  road  above  Central  Bridge. 
From  the  rocky  hill-tops  along  this  route,  some  fine  views  may  be  had. 

Twenty-four  miles  is  the  distance  from  Harlem  Bridge  to  the  bridge  over 
the  little  Byram  River,  by  which  the  tourist  crosses  from  Port  Chester,  the 
easternmost  town  on  the  shore  of  New  York,  into  the  State  of  Connecticut. 
Such  is  the  distance,  I  mean,  in  case  he  takes  the  route  described  in  my  cha|>- 
ter  on  "  Winter  Wheeling " ;  and  the  average  excellence  of  its  surface  is 
shown  by  the  fact  that,  on  the  26th  of  April,  1884,  I  traversed  it  all  during 
four  hours  of  the  forenoon,  spite  of  considerable  rain.  On  that  month,  also, 
macadam  was  applied  to  the  "  bad  three  miles  "  above  the  drawbridge  at 
Pelham  Bay,  transforming  the  same  into  one  of  the  smoothest  and  pleasantest 
stretches  of  the  entire  route.  A  quarter-mile  below  this  bridge,  Fordham  and 
Pelham  Avenue,  before  mentioned,  branches  off  from  the  Eastern  Boulevard 
and  extends  in  almost  a  straight  line  westward,  for  four  miles,  until  it  crosses 
the  Southern  Boulevard  where  the  latter's  macadam  ends.  If  macadam  ever 
replaces  the  present  soft  surface  of  these  other  broad  roadways,  the  bicycler 
will  be  enabled  to  make  a  continuous  circuit  of  more  than  a  dozen  miles  upon 
them  without  a  dismount.  Just  about  at  the  middle  point  of  the  six  mac- 
adamized miles  of  Southern  Boulevard,  the  Westchester  turnpike,  which  is 
also  of  hard  surface,  branches  off  northeastward ;  and  when  the  tourist  has 


traveled  along  it  for  three  miles,  and  crossed  the  creek  of  the  same  name,  he 
may  tiirn  left  into  a  soft  road,  whose  several  branches  all  lead  into  the  East- 
ern Boulevard,  in  the  direction  of  Pelham  Bridge.  I  recommend  him,  how- 
ever, to  continue  on  the  hard  road  to  the  right,  for  nearly  a  mile,  until  it 
crosses  the  Boulevard  at  the  hamlet  of  Schuylerville,  from  which  point  he  can 
follow  its  side-paths  to  the  bridge.  Before  doing  this,  he  may  make  a  pleasant 
detour  to  the  shore  of  the  Sound,  a  mile-and-a-half  beyond,  by  keeping  straight 
ahead,  on  the  same  macadamized  track.  Near  the  end  of  this,  I  recollect 
taking  a  very  smooth  spin  of  a  third-of-a-mile,  along  a  road  to  the  west,  which 
had  no  outlet ;  and  I  think  that  the  road  leading  east,  and  terminating  at  the 
entrance  of  Fort  Schuyler,  on  Throggs  Neck,  is  most  of  it  fairly  ridable,  if  not 
also  macadamized.  At  all  events,  the  region  is  an  attractive  one  for  the  city 
cycler  to  explore. 

^On  the  19th  of  April,  1883,  the  centennial  anniversary  of  the  day  when 
Washington  proclaimed  to  his  army  at  Newburgh  that  the  long  fight  was 
ended,  I  made  a  pilgrimage  to  the  historic  battle-field  of  White  Plains, 
situated  midway  between  the  waters  of  the  Sound  and  the  Hudson.  A  mile 
below  the  bridge  by  which  I  entered  Port  Chester,  and  near  the  foot  of  its 
main  street  (opposite  a  little  park,  containing  a  music  stand),  there  branches 
westward  a  broad  avenue  which  is  called  *'  Purchase  "  for  the  first  mile,  and 
afterwards  "  Westchester."  Up  this  I  started,  at  a  quarter-past  nine,  and 
rode  most  of  the  grades,  on  the  sidewalk  flagstones,  to  the  top  of  the  high 
hill.  Macadam,  not  yet  trodden  smooth,  covered  the  downward  slope,  and  I 
walked  up  the  latter  half  of  the  ascent  which  followed.  Beyond  a  big  water- 
ing-trough of  stone,  the  road  makes  a  turn  to  the  left ;  and  at  that  point  I 
climbed  up  on  a  lofty  rock  in  the  neighboring  orchard,  and  watched  the 
waters  of  the  Sound  for  half  an  hour,  since  that  was  to  be  my  last  chance  for 
the  day.  Thence  I  wheeled,  by  an  average  good  road,  winding  among  the 
hills,  but  pretty  level,  near  the  Mamaroneck  river,  to  the  soldier's  statue,  in 
White  Plains,  opposite  which  a  turn  must  be  made  to  the  left,  to  reach  the 
center  of  the  town.  I,  however,  proceeded  up  the  wide  thoroughfare  called 
Broadway  to  the  old  cannon,  which  marks  where  the  American  line  was 
drawn  up  to  receive  the  British,  in  the  battle  of  1776.  Beyond  this  is  still 
another  monument,  in  the  form  of  an  ancient  mortar,  which  marks  a  second 
historic  point  in  that  day's  strife.  I  used  the  west  sidewalk  in  ascending  the 
hill,  but  returned  in  the  roadway,  and  when  I  entered  the  street  opposite  the 
bronze  soldier  (Railroad  av.),  I  met  with  a  most  excellent  stretch  of  mac- 
adam, along  which  I  coasted  down  into  the  village.  Beyond  here,  after 
crossing  the  Bronx  river,  I  found  good  riding,  on  a  somewhat  winding  track, 
composed  of  light  loam,  which  would  probably  be  loose  and  dusty  in  dry 
weather;  and  I  did  no  walking  till  I  reached  the  hill  after  crossing  the  tracks 

iThis  paragraph  is  from  The  Bicycling  World,  May  18,  .1883,  p.  18.     The  remainder  of  the 
article  is  from  Tht  fVkeel,  March  (13,  27)  and  May,  1885. 



near  a  railway  station.  This  point  was  five  miles  from  the  cannon  on  the 
battle-field,  and  the  cannon  was  seven  miles  from  Port  Chester.  Another 
mUe  brought  me  to  the  Vincent  House  in  Tarrytown ;  and,  as  I  suddenly 
emerged  from  the  woods  upon  the  crest  of  the  hill  leading  down  to  the  same, 
the  unexpected  sight  of  the  Hudson,  which  is  three  miles  broad  at  this  point, 
and  of  Nyack  on  the  bank  beyond,  was  refreshing  in  the  extreme.  A  tourist 
would  do  well  to  rest  there  before  descending  to  the  level  of  Broadway,  on 
the  west  side  of  which,  a  few  rods  to  the  north,  stands  the  Vincent  House. 
As  the  slope  of  Benedict  av.  is  a  sharp  one,  and  makes  a  right  angle  with 
Broadway,  it  should  be  descended  with  care. 

At  a  point  called  Elmsford  or  Hall's  Corners, — about  midway  between 
White  Plains  and  Tarrytown,  I  crossed  the  Nepperhan  or  Sawmill  river,  a 
little  stream  which  runs  through  a  pleasantly-secluded  and  thinly-settled 
valley,  parallel  to  the  Hudson,  which  it  gradually  approaches  until  it  empties 
into  it  at  Yonkers,  ten  or  a  dozen  miles  below.  During  all  this  distance  a 
dirt  road  runs  along  the  east  side  of  the  stream,  and  I  am  told  that  its  surface 
is  fairly  ridable  for  many  seasons  of  the  year,  and  that  it  has  few  steep  grades. 
A  railway  also  runs  beside  the  river,  generally  on  its  west  bank ;  and  at  Ash- 
ford  station,  about  four  miles  below  Elmsford,  a  fine  macadamized  roadway 
stretches  west,  for  a  mile,  to  intersect  Broadway  at  Dobbs  Ferry,  on  the 
Hudson.  About  half-way  between  Ashford  and  Elmsford,  there  is  another 
cross-road  to  Broadway  at  Irvington  ;  and  still  another  such  track  branches 
off  from  the  river  road,  about  half  a  mile  above,  and  passes  through  the 
hamlet  of  Dublin.  I  hardly  suppose  that  these  supply  very  good  riding ;  but 
at  the  cross-road  next  below  Ashford  (two  miles),  Broadway  at  Hastings 
is  less  than  a  mile  distant,  and  I  think  that  a  part  of  the  track  (Washington 
av.)  is  macadamized.  All  of  these  cross-roads  from  the  Hudson,  and  some 
of  the  others  between  Hastings  and  Yonkers  continue  eastward  to  Cen- 
tral av.,  whose  course  is  generally  within  half  a  mile  of  the  west  bank  of  the 
Bronx  river,  all  the  way  from  Jerome  Park  to  White  Plains. 

The  Vincent  House,  in  Tarrytown,  is  perhaps  the  most  notable  objective- 
point  known  to  metropolitan  tourists,  and  it  has  been  recognized  as  such 
from  the  earliest  days  of  cycling.  The  approach  to  it  from  59th  St.,  either 
at  5th  av.  or  at  8th  av.,  is  usually  called  25  miles ;  and,  though  there  are 
several  variations  in  the  route,  it  may  be  generally  designated  as  "  Broadway, 
a  macadamized  turnpike,  overlooking  the  Hudson  River,  and  identical  in 
most  of  its  lines  with  the  old  post  road  to  Albany."  Not  many  miles  of  its 
surface  are  absolutely  level ;  and,  of  its  numerous  hills,  some  are  too  long  and 
some  are  too  steep  for  comfort ;  but  I  have  ridden  every  one  of  them,  in  both 
directions  (I  except  the  highest  hill  at  Dobbs  Ferry,  where  a  choice  of  gentler 
grade  is  possible);  and,  on  the  7th  of  November,  1882,  between  2.45  and 
6.38  P.  M.,  I  rode  without  dismount  from  the  Vincent  Hoyse  to  59th  st.  and 
then  back  to  Washington  Heights  (155th  St.),  a  distance  which  my 
cyclometer  called  29^  miles,  though  it  is  usually  considered  to  be  somewhat 


greater.  1  am  told  that  this  25-m.  route  has  been  traversed  in  each  direc- 
tion without  dismount  by  several  other  riders,  though  the  exact  statistics  of 
their  journeys  are  not  known  to  me  ;  and  nothing  more  need  be  said  to  desig- 
nate this  as  the  longest  and  finest  straightaway  course  leading  out  of  the  dty. 
When  I  first  tried  it,  on  the  afternoon  of  November  24,  1879,  ^  found  a  good 
riding  surface  as  far  as  the  pond  about  a  mile  northwest  of  the  Vincent 
House ;  and  then,  aiter  walking  up  the  hill  past  Sleepy  Hollow  Cemetery,  I 
trudged  through  the  sand  for  nearly  two  miles,  or  to  a  point  very  near  the 
great  arch  of  the  aqueduct.  Here  I  was  assured  that  the  road  continued 
just  as  soft  all  the  way  to  Sing  Sing,  say  four  miles  beyond;  and  so  I 
returned  to  the  hotel  for  the  night.  The  fact  that  there  is  no  other  good 
public  house  nearer  than  Yonkers,  a  dozen  miles  below,  coupled  with  the 
fact  that  it  stands  so  near  the  end  of  the  smooth  roadway,  and  is  just  about  a 
comfortable  hal£-day*s  journey  above  59th  St.,  explains  its  exceptional  im- 
portance as  a  cycling  landmark.  The  casual  wheelman  will  always  be  sure  of 
finding  an  excellent  dinner  awaiting  him  there,  at  one  o'clock  in  the  after- 
noon, at  a  cost  of  seventy-five  cents ;  and  ample  facilities  exist  for  supplying 
special  accommodations  to  larger  parties  who  may  arrange  for  the  same  in 
advance.  Several  respectable  restaurants  and  oyster  saloons  may  also  be 
found  in  the  village,  chiefly  along  Main  St.,  which  makes  a  right-angle  from 
Broadway,  where  one  descends  it  not  far  above  the  Vincent  House,  and 
which  then  slopes  sharply  to  the  railway  station  and  steamboat  dock,  on  the 
river  level,  about  a  half-mile  from  the  hotel.  At  a  similar  distance  above  the 
latter,  on  the  west  side  of  Broadway,  stands  the  monument  to  mark  the  spot 
where  the  British  spy,  Major  Andre,  was  captured  in  1780;  and  at  the  cross- 
roads, a  little  beyond  here,  by  taking  the  left,  through  Beekman  av.  and 
Cortlandt  St.,  another  smooth  descent  may  be  made  to  the  railway  station. 
By  turning  to  the  right  at  the  cross-roads  just  named,  and  soon  again  to  the 
right  at  the  next  crossing,  one  may  enter  the  County  House  road,  which 
climbs  over  the  ridge  to  East  Tarry  town,  a  mile  distant,  on  the  Sawmill  river- 
road.  This  is  more  than  two  miles  above  Elmsford,  where  I  crossed  that 
road  on  my  ride  from  White  Plains;  and  the  map  shows  that  it  follows  the 
stream  up  to  its  source  at  Pleasantville,  five  miles  further.  I  hope  to  explore 
it  some  day,  and  perhaps  push  on  through  Chappaqua  and  Mount  Kisco  to 
the  Croton  river, — ^the  road  along  which,  for  the  last  five  or  six  miles,  before  it 
reaches  the  Hudson,  above  Sing  Sing,  ought  to  prove  fairly  level  and  ridable. 
A  third  route  northward  from  Tarrytown  to  Sing  Sing  is  ofitered  by  the 
Sleepy  Hollow  road,  which  is  about  midway  between  the  sandy  Albany  turn- 
pike and  the  Sawmill  valley;  but  of  its  character  I  have  as  yet  no  knowledge. 
The  southward  route  from  the  Vincent  House  along  Broadway,  to  the 
King's  Bridge  (14^  m.),  is  probably  as  pleasant  a  one  for  the  wheelman  as 
any  similar  short  stretch  in  America ;  and,  though  he  may  comfortably  cover 
it  without  leaving  the  saddle,  he  will  be  disposed,  on  his  first  visit,  at  least, 
to  stop  many  times,  for  the  better  viewing  of  its  numerous  points  of  scenic  or 


historic  interest  Four  miles  from  the  start,  where  the  direct  road  leads  up  a 
steep  hill,  surmounted ,  by  a  church,  he  should  swerve  to  the  right ;  and  then 
he  may  coast  through  the  main  street  of  the  village  for  half-a-mile  before 
ascending  the  gentle  grade  which  will  bring  him  again  into  Broadway.  Even 
on  a  northward  tour,  this  roundabout  course  is  preferable,  though  the  church 
hill  may  be  ridden  up  in  that  direction  for  quite  a  distance,  and  possibly  even 
to  its  summit,  by  a  stronger  rider  than  myself.  Here,  at  Dobbs  Ferry,  the 
residence  of  ex-Judge  Beach  is  notable  as  being  the  self-^ame  house  in  which 
Washington  signed  the  treaty  of  peace  with  Great  Britain,  May  3,  1783.  At 
Hastings,  two  miles  below,  a  pleasant  detour  of  a  half-mile  may  be  made 
through  the  village,  by  turning  to  the  right  at  the  fork,  though  the  final  up- 
grade is  rather  steeper  than  that  of  the  direct  route ;  while,  on  the  northern 
journey,  this  descent  towards  the  river  is  apt  to  be  passed  by  unnoticed,  so 
sharply  does  it  curve  backward  from  the  main  road.  A  half-mile  below  this 
point,  another  fork  offers  a  choice  of  routes  for  half-a-mile, — the  left  having 
the  steepest  grade,  and  the  right  usually  the  softest  surface.  This  river-road 
through  the  woods  affords  several  fine  views  of  the  stream,  and  of  the 
Palisades  which  tower  above  its  west  shore.  It  may  be  more  easily  ridden 
in  the  other  direction ;  and  the  only  time  when  I  ever  got  through  it  without 
stop,  while  touring  southward,  was  on  the  occasion  6f  my  long  straightaway 
ride.  The  northward  tourist  may  recognize  it  from  the  fact  that  it  branches 
off  just  Above  the  point  where  the  termination  of  the  macadam  reminds  him 
that  he  has  reached  the  city-limits  of  Yonkers.  The  other  road  is  a  trifle 
shorter,  but  I  should  consider  the  rider  very  lucky  who  could  go  through  it  in 
either  direction  without  a  dismount.  Perhaps  one  or  both  of  these  half-mile 
stretches  will  soon  be  properly  paved — thereby  closing  the  only  gap  in  a  con- 
tinuous macadamized  track  between  the  Vincent  House  and  59th  st. 

The  Getty  House,  facing  the  little  open  square  of  that  name  in  the  center 
of  Yonkers,  three-and-a-half  miles  below  the  northern  city-limits,  is  reached 
by  a  descent  of  more  than  a  mile  of  varying  grades,  the  lowest  one  being  the 
steepest.  I  have  never  ridden  up  this  but  once — ^which  was  on  the  forenoon 
of  the  same  day  when  I  covered  the  whole  course  southward  without  stop— 
and,  though  the  sharp  pitch  is  only  a  few  rods  long,  it  is  the  most  difficult  one 
to  conquer  on  the  entire  course.  The  rider  who  conquers  it,  and  then  keeps 
in  the  saddle  for  another  mile  of  up-hill  work,  will  probably  feel  about  as 
thoroughly  tired  as  I  did,  when  he  gets  to  the  top.  Even  in  descending  this 
steep  slope  he  should  exercise  considerable  care,  for  he  must  then  ride  about 
forty  rods  towards  the  left,  through  a  street  usually  crowded  with  vehicles,  to 
reach  the  Getty  House  comer.  If  he  still  keeps  to  the  left  for  another  fifty 
rods,  through  Main  St.,  he  will  reach  Nepperhan  av.  (which  makes  a  right 
angle  to  the  left,  and  by  which  he  may  turn  backward  towards  the  northeast, 
if  he  wishes  to  reach  the  Sawmill  river-road) ;  and  by  continuing  southward 
for  twice  that  distance  he  will  re-enter  Broadway,  about  two-thirds  of  a  mile  be- 
low the  Getty  House.    I  myself  generally  prefer  the  Broadway  route,  whether 


going  northward  or  southward,  though  the  distance  is  a  trifle  longer,  and  a  hill 
is  to  be  climbed  which  the  Main  st.  route  avoids.  About  a  mile  below  the 
junction  of  the  two  routes,  Valentine's  Lane  branches  westward  through  the 
trees,  to  make  connection  with  Riverdale  av.,  a  quarter-mile  distant ;  and  the 
unpaved  grades  of  this  cross-road  used  nearly  always  to  force  a  dismount,  in 
the  days  when  Riverdale  av.  supplied  the  only  practicable  path  between 
Yonkers  and  the  King's  Bridge.  When  I  had  managed  to  worry  through  this 
lane,  on  the  occasion  of  my  straightaway  ride  from  Tarrytown,  in  1882,  I  felt 
confident  that,  barring  accidents,  I  should  succeed  In  reaching  59th  st.  without 
stop.  But  the  lane  need  no  longer  be  resorted  to,  for  the  macadam  of  Broad- 
way now  stretches  unbrokenly  to  Spuyten  Duyvil  Creek, — the  last  unpaved 
section  having  been  covered  with  it  in  1884, — and  affords  a  charming  ride  of 
more  than  two  miles  through  a  well-wooded  valley,  where  the  houses  are  not 
numerous  enough  to  be  obtrusive,  and  where  there  is  only  one  ascent  long 
enough  to  be  tiresome. 

A  very  long  and  tiresome  ascent,  however,  does  confront  the  rider  who 
starts  northward  from  the  creek  by  the  old  route,  which  was  the  only  practi- 
cable one  until  the  recent  macadamization  of  Broadway  at  Mosholu.  Turn- 
ing sharply  to  the  left  when  he  leaves  the  King's  Bridge,  he  will  cross 
the  railway  tracks  after  about  forty  rods  of  rough  macadam,  and  then  turn 
to  the  right,  up  the  long  hill  of  Riverdale  av.,  whose  top  is  a  mile  and  a  half 
from  the  bridge.  If  he  can  keep  his  saddle  for  the  first  thirty  rods  of  the 
climb,  he  need  not  stop  short  of  the  summit  (for  the  upper  grades  are  gen- 
tler), and  he  may  thence  continue  without  dismount  for  two  miles,  to  Mt.  SL 
Vincent, — though  some  of  the  intermediate  slopes  are  steep  enough  to  make 
the  novice  groan.  On  the  descending  grade  of  this  hill  he  should  turn  to 
the  right,  into  Valentine's  Lane,  before  described,  if  he  wishes  to  reach  the 
macadam  of  Broadway  ;  and  he  may  recognize  the  lane  as  forming  the  north- 
em  boundary  of  the  grounds  that  slope  downward  from  a  large  public-build- 
ing of  red  brick,  upon  the  crest  of  the  hill.  Here  the  northward  tourist  sees 
the  Hudson  for  the  first  time  after  leaving  1 55th  st.,  and  he  also  gets  his  first 
view  of  Yonkers.  Instead  of  turning  into  the  lane,  he  may  keep  straight  on 
for  a  mile  and  a  half,  to  the  center  of  the  city,  though  the  soft  spots  in  the 
road  will  probably  cause  more  than  one  dismount.  The  ancient  Manor 
House,  which  serves  as  the  City  Hall  and  which  is  one  of  the  very  few  his- 
toric structures  of  America  having  a  record  of  more  than  two  centuries,  stands 
here  at  the  corner  of  Dock  st.,  fronting  on  Warburton  av.,  though  this  is 
simply  a  prolongation,  for  a  mile,  in  a  perfectly  straight  line,  of  the  less- 
straight  Riverdale  av.,  which  crosses  the  outlet  of  the  Sawmill  river  just 
before  reaching  Dock  st.  From  the  end  of  the  ridable  sidewalk  of  Warbur- 
ton av.,  which  terminates  abruptly  in  the  northern  outskirts  of  the  town,  one 
must  walk  up-hill  for  a  half-mile  through  the  woods  to  reach  Broadway, — 
passing  a  spring  of  good  drinking-water  a  few  rods  from  this.  I  have  never 
descended  this  hill  to  Warburton  av.,  though  1  think  it  would  have  to  be 


walked ;  but  the  views  which  may  be  had  of  the  Hudson  and  the  Palisades, 
when  riding  along  the  avenue,  repay  an  occasional  choice  of  this  lower  route. 
The  route  from  the  center  of  Yonkers,  through  Nepperhan  av.  northeast- 
ward, is  a  smoothly-macadamized  one  as  far  as  the  first  road  which  crosses 
it  beyond  the  aqueduct  arch.  The  tourist  should  follow  this  road  down  to 
the  right,  for  one  block,  to  the  cemetery,  where  he  Mrill  turn  left  up  the  Saw- 
mill river-road.  On  the  17th  of  December,  1884,  my  first  dismount  on  my 
first  trial  of  this  route  was  caused  by  a  hill  which  is  three  miles  and  a  half 
from  the  Getty  House ;  but  I  did  much  walking  on  the  three  miles  between 
that  hill  and  Ashford  (where  I  struck  the  macadam  leading  back  to  Broadway 
at  Dobbs  Ferry),  though,  at  a  more  favorable  season,  I  presume  the  whole 
circuit  might  be  covered,  in  either  direction,  without  a  stop.  The  tour 
between  these  parallel  and  heavily-wooded  ranges  of  hills  must  surely  be  a 
very  pleasant  one  to  take  in  spring  or  early  summer ;  and  the  Tuckahoe  road, 
leading  eastward  across  Central  av.  to  the  village  of  that  name,  and  Yonkers 
av.,  leading  similarly  to  Mt.  Vernon,  both  seemed  smooth  enough  to  tempt 
me  to  explore  them,  on  the  day  I  have  mentioned,  in  spite  of  the  warning 
snow-flakes.  I  have  been  assured  that  fairly  ridable  roads  connect  both 
Tuckahoe  and  Mt  Vernon,  with  the  east-side  thoroughfare  along  the  Sound, 
which  I  have  already  described ;  and  I  have  no  doubt  that  there  are  many 
other  routes  well  worth  exploring  in  this  terminal  triangle  of  Westchester 
County,  whose  base-line  I  have  drawn  at  the  road  connecting  Port  Chester 
with  Tarrjrtown.  Nevertheless,  the  famous  macadamized  turnpike,  parallel  to 
the  shore  of  the  river  which  forms  the  west  side  of  this  triangle,  will  always 
make  the  strongest  appeal  to  the  bicycler  at  the  outset  of  his  touring  in  the 
metropolitan  district.  Alongside  it  stand  the  country  castles  of  our  mer- 
chant princes,  the  rural  palaces  of  our  railroad  barons,  and  the  more  modest 
mansions  of  other  wealthy  people  who  are  wise  enough  to  understand  that  no 
amount  of  architectural  magnificence  can  avail  to  *'  found  a  permanent  family 
residence  "  in  America,  or  to  prevent  unsentimental  heirs  from  knocking  it 
down  with  an  auctioneer's  hammer  as  soon  as  the  opulent  originator  has  been 
safely  stowed  away  under  the  sod.  The  first  notable  roadside  residence,  which 
the  tourist  northward  from  Yonkers  may  be  presumed  to  have  some  curiosity 
about,  is  less  than  a  mile  above  the  place  where  the  cross-road  from  the 
terminus  of  Warburton  av.  joins  Broadway;  and  it  comes  into  full  view, 
standing  on  a  knoll  to  the  west,  as  the  rider  twists  around  the  crest  of  a  short 
hill  and  enters  the  straight,  sloping  stretch  which  it  faces  upon.  Its  name, 
** Greystone,"  describes  the  material  of  this  long-fronted,  angular  "bachelor's 
hall "  belonging  to  Samuel  J.  Tilden,  ex-Governor  of  the  State.  Half  a 
mile  above  the  churches  in  Irvington,  at  the  first  cross-road,  if  one  turns 
towards  the  river  for  a  similar  distance,  he  may  reach  "Sunnyside,"  the 
former  residence  of  Washington  Irving;  and  " L5mdehurst,"  Jay  Gould's 
castellated  mansion,  of  white  limestone,  is  next  but  one  to  the  north  of 
"  Sunnyside."    About  half-way  between  Irvington  and  Dobbs  Ferry,  or  some- 


what  nearer  the  latter,  on  the  eastern  slope,  stands  the  house  of  Cyras  W. 
Field,  who  is  popularly  ranked  with  the  owners  of  "  Lyndehurst  '*  and  "  Grey- 
stone  "  as  having  amassed  millions  by  '*  developing  "  the  elevated  railways  of 
the  city ;  but  who  deserves  a  higher  rank  than  they  in  the  world  of  wheeling, 
by  reason  of  his  having  caused  that  mile  of  smooth  macadamized  roadway  to 
be  built  from  Ashford  station  to  the  Hudson. 

Instead  of  ascending  the  Riverdale  hill  to  the  right,  after  crossing  the 
railroad  tracks  west  of  Kingsbridge,  I  once  explored  the  region  to  the  left 
(Dec.  i8,  1883),  when  a  thin  film  of  frozen  snow  covered  the  road,  which 
might  prove  fairly  good  in  summer.  It  winds  along  close  to  the  railway, 
crossing  it  twice  by  bridges  (near  the  point  of  the  Wagner  train  accident, 
whose  horrors  were  then  fresh  in  public  memory),  and  ends  in  a  little  less 
than  a  mile,  at  Spuyten  Duyvil  station.  From  here,  a  venturesome  tourist 
might  possibly  scramble  across  the  ties  of  the  railroad  bridge  and  up  the 
heights  to  the  road  which  leads  to  Tubby  Hook;  but  I  preferred  to  turn 
about  and  ascend  a  long  hill,  by  a  winding  road  through  the  woods,  mostly 
ridable,  in  spite  of  the  snow,  until  I  entered  Riverdale  av.  at  a  little  less 
than  a  mile  above  the  railroad  crossing.  The  distance  from  the  station  to  the 
poiift  of  entering  the  avenue  was  a  mile  and  a  half;  and  the  entire  circuit 
thus  amounted  to  about  three  miles  and  a  quarter.  A  barn-like  structure,  de- 
voted to  the  sale  of  "  wood  and  coal,  hay  and  oats,"  stands  at  the  point  on 
the  avenue  where  the  road  for  Spuyten  Duyvil  branches  off  through  the 
woods.  Between  this  point  and  Mt.  St.  Vincent  there  are  two  smooth  roads 
which  branch  westward  to  the  river  and  conned  with  each  other  at  the  sta- 
tion and  settlement  called  Riverdale ;  and  a  detour  may  well  be  made  through 
them,  for  the  sake  of  the  view.  The  map  shows  a  road  extending  from  this 
station,  for  about  three-quarters  of  a  mile,  parallel  to  Riverdale  av.  until  it 
joins  the  same  at  Mt.  St.  Vincent ;  and  it  probably  offers  good  riding,  though 
J  have  never  chanced  to  make  exploration  there. 

Tarrytown  lies  on  a  certain  famous  twelve-mile  stretch  of  the  Hudson 
which  is  called  the  Tappan  Sea,  because  it  has  a  breadth  of  more  than  two 
miles  for  nearly  all  that  distance.  The  voyage  by  ferry  to  Nyack,  which  lies 
directly  opposite,  on  the  west  shore,  is,  therefore,  a  not  insignificant  one ;  and 
the  smooth  road  southward  alongside  that  shore  to  Piermont  offers  as  pleas- 
ant a  three-mile  spin  as  wheelman's  heart  can  wish  for.  Thence  he  must 
turn  inland  to  Sparkill  (ij  m.),  Tappan  (li  m.),  Closter  (4m.),  Tenafly  (4  m.) 
and  Englewood  (2J  m.),  and  be  content  to  do  most  of  his  riding — and  a 
good  deal  of  walking— on  the  side-paths  of  rather  sandy  and  hilly  roads. 
It  took  me  four  hours  to  cover  the  thirteen  miles,  on  the  26th  of  May,  1882, 
when  the  track  was  probably  in  average  condition ;  though  the  bright  spring 
weather  made  even  slow  progress  a  pleasure  (if,  indeed,  it  did  not  invite  me 
to  be  slow),  and  I  stopped  a  good  while  to  stare  at  the  sunken-roofed  stone 
house  near  the  hotel  in  Tappan,  where  the  luckless  Major  Andr§  was  jailed, 
a  century  ago,  before  being  executed,  on  the  adjacent  eminence,  which  has 


since  carried  the  name  of  Gallows  Hill,  and  which  must  reach  pretty  close 
to  the  State  line  of  New  Jersey.  A  macadamized  road  connects  Englewood 
with  Fort  Lee  (5  m.))  whence  ferry  boat  may  be  taken  across  to  130th  st , 
just  a  short  distance  from  the  Boulevard.  I  have  tried  this  route  in  the 
opposite  direction  only.  Walking  up-hill  for  a  half-mile  from  the  dock 
(though  most  or  all  of  this  might  be  ridden),  I  mounted  at  the  fork  in  the 
road,  and  went  without  stop  for  two  miles,  to  a  point  beyond  the  great 
Palisades  Hotel,  since  burned, — ^whence  a  broad  roadway  stretches  in  a 
straight  line  to  Englewood  (2^  m.).  The  last  half  of  this  may  be  coasted, 
but  I  should  think  the  ascent  could  hardly  be  made  without  a  stop. 

The  obstacle  which  forces  the  tourist  coming  down  the  west  side  of  the 
Hudson  to  turn  inland  at  Piermont  is  the  Palisades,  "  which  is  a  name  ap- 
plied to  a  long,  perpendicular,  apparently  columnar  wall  that  extends  in  an 
unbroken  line  thither  from  Fort  Lee  (20  m.),  rising  directly  from  the  water's 
edge.  This  wall  is  nearly  uniform  in  altitude  for  the  greater  part  of  the  dis- 
tance, though  it  varies  from  300  to  500  feet  in  height ;  but  it  is  narrow,  being 
in  some  places  not  more  than  three-quarters  of  a  mile  wide.  Its  top  is  singu- 
larly even,  affording  a  long,  narrow  table-land,  upon  which  there  is  a  scant 
growth  of  trees.  The  air  is  salubrious  and  the  prospects  are  superb, — the 
opposite  low  verdant  shore,  for  a  long  distance  to  the  north,  affording  a 
charming  picture."^  From  the  site  of  the  burned  hotel,  a  dirt  road  extends 
northward  through  the  woods  of  this  remarkable  ridge  to  Alpine  (5  m.)  op- 
posite Yonkers,  which  may  be  reached  by  ferry  ;  and  the  map  shows  the  path 
prolonged  even  to  Piermont;  but  I  presume  that  the  bicycler  who  tried  it 
would  do  more  walking  than  riding.  The  descent  to  Fort  Lee  had  better  not 
be  coasted  in  summer  time,  on  account  of  the  crowds  which  frequent  the  hotel 
there.  Southward  from  Fort  Lee  one  may  ride  along  the  shore  without  stop 
for  nearly  two  miles,  when  he  may  turn  up  the  hill  at  Edgewater ;  or  he  may 
continue  along  it  for  another  mile  to  Shady  Side,  where  he  has  a  second 
diance  to  ascend ;  or  he  may  ride  still  another  two  miles  to  Weehawken,  and 
there  walk  up  the  hill.  This  is  opposite  59th  St.,  though  the  ferry  boat  runs 
to  42d  St.,  and  Fort  Lee  is  opposite  155th  st.,  though  its  ferry,  in  like  manner, 
lands  the  passenger  a  half-mile  lower  down.  By  good  luck,  the  five  miles 
may  be  ridden  in  either  direction  without  stop,  but  the  last  half  of  the  road 
has  little  to  recommend  it ;  and,  as  its  surface  and  surroundings  increase  in 
badness  the  nearer  one  gets  to  Weehawken,  the  southward-bound  traveler 
woold  do  well  to  climb  the  hill  either  at  Edgewater  or  Shady  Side. 

It  is  a  quarter-mile  walk  from  the  river-road  to  the  crest  of  the  hill  at 
Edgewater,  whence  a  fine  view  may  be  had  of  the  city ;  and  one  may  ride  south- 
ward from  there,  by  Builds  Head  Ferry  av.,  past  Guttenberg  (2  m.)  and  the 
great  water-tower  (i^  m.),  without  stop,  to  the  foot  of  the  hill  (i  m.)  where  the 
m^^/iam  gives  place  to  Belgian  blocks.  On  these,  or  on  the  flagstones  of  the 

i"Apiiletons'  Dicdonary  of  N«w  York,**  p.  166. 


sidewalks,  he  may  thence  work  his  way  to  Hoboken  Ferry  (3  m.),  unless  he 
prefer  to  take  one  of  the  horse-cars  which  will  be  within  his  reach  soon  after 
passing  the  tower.  The  ferry  marks  the  terminus  of  one  of  the  great  railway 
lines  (always  called  "  the  D.,  L.  and  W.,'*  from  the  initials  of  its  very  long 
name),  and  its  boats  will  take  a  man  either  directly  across  to  Christopher  si^ 
hardly  more  than  half-a-mile  from  Washington  Square,  or  down  to  Barclay  st, 
somewhat  less  than  that  distance  from  the  City  Hall.  Taylor's  Hotel,  in 
Jersey  City,  a  well-known  landmark,  stands  at  the  entrance  to  Jersey  City 
Ferry,  which  is  the  terminus  of  the  Pennsylvania  railway,  and  its  boats  land 
both  at  Cortlandt  st.,  immediately  opposite  (four  blocks  below  Barclay  st), 
and  at  Desbrosses  St.,  which  is  three-quarters  of  a  mile  above,  and  a  half-mile 
below  Christopher  st.  Communipaw  Ferry,  the  terminus  of  the  Jersey 
Central  railway,  is  three-quarters  of  a  mile  below  Taylor's  Hotel,  and  lands 
all  its  passengers  at  Liberty  st,  the  next  below  Cortlandt  st.  Three-quartere 
of  a  mile  above  Taylor's  Hotel,  and  a  half-mile  below  Hoboken  Ferry,  is 
Pavonia  Ferry,  the  terminus  of  the  Erie  railway,  whose  boats  land  both  at 
Chambers  st.  (four  blocks  above  Barclay  st.)  and  at  23d  St.,  two  miles  above. 
The  distances  mentioned  as  separating  the  ferries  on  the  Jersey  side  are 
much  shorter  than  those  the  traveler  would  in  fact  be  forced  to  traverse,  in 
going  from  one  to  the  other,  for  there  is  no  street  which  directly  connects 
them  anywhere  near  the  water-front.  In  getting  from  Hoboken  to  Taylor's 
Hotel,  for  example  (May  26,  '82),  I  wheeled  more  than  two  miles,-^much  of  it 
on  the  sidewalks  (for  flagstone  walks  are  abundant  enough  in  all  these  squalid 
suburbs),  though  I  found  one  main  road  fairly  ridable.  I  once  tried  a  western 
route  from  the  hotel  (Nov.  16,  '80),  by  turning  into  Grand  St.,  and  then,  at  a 
point  2\  m.  from  the  ferry,  taking  the  plank  road  for  3  m.  alongside  the  canal 
and  across  the  marshes  between  the  Hackensack  and  Passaic  rivers.  This 
brought  me  to  a  disagreeable  suburb  of  Newark  which  I  believe  is  called 
Marion,  and  I  then  wheeled  on  the  sidewalks,  or  else  went  afoot  for  nearly 
3  m.,  until  I  reached  the  smooth  pavement  at  the  head  of  Central  av.  My 
usual  route  to  that  point  from  the  New  York  ferries,  however,  seems  far 
preferable  to  the  one  just  given,  and  I  thus  described  it  in  TJu  IVhteiman 
(June,  1883,  p.  219) :  "The  road  leading  up  Bergen  hill,  near  the  tunnels, may 
be  reached  by  wheeling  on  the  stone  sidewalks, — the  distance  being  a  mile 
from  Hoboken  Ferry,  and  somewhat  greater  from  the  lower  ferries.  From 
the  top  of  the  hill  to  the  bridge  over  the  Hackensack  (1}  m.),  there  is  side- 
walk riding,  mostly  on  a  down  grade,  requiring  only  a  few  dismounts ;  and 
then  the  wheelman  may  go  without  stop  across  the  marshes  (3^  m.),  on  a 
macadamized  roadway,  though  this  is  sometimes  made  rather  difficult  by 
mud  and  ruts.  Another  mile  or  so  of  sidewalk  riding,  in  a  perfectly  straight 
line,  leads  to  the  bridge  over  the  Passaic,  which,  for  the  sake  of  convenience 
in  description,  I  have  previously  assumed  as  'the  apex  of  the  eight-mile 
Newark-and-Orange  triangle,*  or  as  the  imaginary  point  of  junction  of  the 
chief  avenues  belonging  to  that  'triangle,-"    I  might  better  have  placed  my 


imaginary  point  an  eighth  of  a  mile  west  of  the  river,  however,  where  Bridge 
St  enters  Broad  st,  for  the  corner  building,  in  the  northeast  angle  between 
them,  contains  Oraton  Hall,  the  "  Z.  &  S."  headquarters  of  the  New  Jersey 
wheelmen ;  and  as  the  tourist  may  there  find  the  latest  news  as  to  roads  and 
routes,  he  would  do  well  to  reckon  distances  from  it  as  a  chief  objective  point. 

Returning  from  that  point,  by  the  route  just  given,  to  the  top  of  Bergen 
hill  (6  m.),  he  may  there  turn  northward  and  try  the  sidewalks  for  2  m.  in  a 
straight  line  (passing  the  reservoir  on  his  right,  \  m.  from  the  start) ;  but  the 
road  in  the  course  of  another  mile  bends  westward  down  the  hill  to  Home- 
stead station,  and  then  crosses  the  marshes  to  Carlstadt  (5  m.), — ^and  [  know 
nothing  of  its  character.  At  the  specified  distance  above  the  reservoir,— or 
at  considerably  less  distance,^-one  may  go  eastward  j^  m.,  by  the  cross  streets, 
until  he  reaches  Palisades  av.,  near  the  edge  of  the  ridge,  whose  sidewalks 
are  ridable  in  a  bee-line  for  2}  m.,  affording  the  tourist  an  excellent  panorama 
of  the  great  city  on  the  opposite  shore.  The  old  turnpike  from  Hoboken  to 
Hackensack  crosses  the  head  of  this  avenue,  \  m.  above  the  Monastery 
(whose  sightly  position,  on  the  heights  opposite  27th  st.,  makes  it  a  prominent 
landmark  for  many  miles  around) ;  and  the  street  which  is  just  behind  the 
Monastery  forms  the  eastern  front  of  the  reservoir,  exactly  two  miles  below. 
At  the  north  end  of  Palisades  av.,  the  tourist  should  .turn  east  for  \  m.,  until 
he  reaches  the  south  end  of  Bull's  Head  Ferry  av.,  about  \  m.  below  the  big 
brick  water-tower  before  described.  If  he  wishes  to  go  to  Hoboken,  he  may 
cither  descend  northward  to  the  horse-car  tracks,  and  then  continue  his 
descent  southward  by  the  route  already  given  (p.  81),  or  he  may  keep  right 
along  eastward  and  southward  by  the  old  Hackensack  pike.  Assuming  his 
wish  to  continue  northward,  however,  his  first  chance  to  descend  to  the  river 
level  will  be  at  J  m.  above  the  water-tower  (half  way  between  it  and  Gutten- 
berg),  where  a  rough  and  winding  road,  which  must  be  walked  in  either 
direction,  connects  the  avenue  with  Weehawken  Ferry.  This  is  the  terminus 
o£  the  West  Shore  railway,  whose  boats  go  to  42d  St.,  and  the  rocky  excava- 
tions of  whose  tunnel  are  noticed  by  the  tourist  a  little  to  the  north  of  the 
water-tower.  I  recommend  him,  however,  to  keep  right  up  the  hill,  through 
Guttenberg,  and  then  (J  m.  beyond,  where  a  chance  offers  of  going  down  to  the 
river)  to  turn  westward  \  m.,  and  northward  \  m.,  to  the  little  bridge  over 
the  ravine,  where  he  may  descend  southward  to  Shady  Side  (J  m.),  or  con- 
tinue northward  to  Edgewater  and  Fort  Lee  (ferry  to  130th  St.).  The  stretch 
of  7  m.  from  the  upper  end  of  Palisades  av.  to  this  terminal  point,  could 
probably  be  covered,  by  a  good  rider,  without  leaving  the  saddle. 

The  best  wheeling  in  all  that  region,  however,  is  offered  by  the  Bergen  Line 
Boulevard,  a  broad  macadamized  roadway,  2\  m.  long,  lying  nearly  parallel  to 
the  Bull's  Head  Ferry  av.,  and  \  m.  west  of  it.  Blacque's  Hotel,  and  Nun- 
gesser's,  two  well-known  road-houses,  face  each  other  at  the  head  of  the 
Boulevard,  and  they  stand  on  a  line  drawn  due  west  from  95th  st.  Their  dis- 
tance from  the  ravine-bridge  on  the  hill  behind  Shady  Side  is  just  a  mile. 


and,  though  the  route  has  two  or  three  turnings,  it  is  not  likely  to  be  mistaken. 
The  macadam  terminates  where  the  Boulevard  crosses  the  West  Shore 
tunnel ;  and  though  the  tourist  may  continue  straight  along,  on  the  sidewalks, 
to  the  Hackensack  turnpike  (}  m.),  and  thence  to  Palisades  av.  {\  m.),  I  rec- 
ommend him  to  turn  off  at  Fulton  st^  \  m.  from  the  tunnel,  and  ride  across 
to  the  water  tower,  \  m.  Rumors  have  reached  me  of  a  plan  to  prolong  the 
macadam  of  the  Boulevard  to  Bergen  Point,  a  dozen  miles  below  the  tunnel ; 
but  I  do  not  expect  that  so  magnificent  a  scheme  will  be  realized  in  m.y  life- 
time. The  map  shows  a  series  of  parallel  streets  extending  all  the  way  from 
the  Point  (which  is  separated  from  Port  Richmond,  on  Staten  Island,  by  only 
\  m.,  of  the  Kill  van  KuU's  waters)  to  the  cross-roads  on  Bergen  hill,  7  m. 
above,  where  my  own  explorations  have  ended.  Much  of  this  neck  of  land 
between  Newark  bay  and  New  York  bay  is  less  than  a  mile  wide,  and  all  of 
it  seems  to  be  hilly,  and  to  exhibit  a  rather  poor  class  of  houses.  Wheeling 
there  would  presumably  not  be  pleasant,  but  I  mean  to  attempt  it,  some  time, 
in  connection  with  another  visit  to  Staten  Island. 

From  Blacque's  Hotel,  at  the  head  of  the  Boulevard,  one  may  go  northwest- 
ward, over  a  course  which  is  often  too  rough  to  be  ridable,  to  Fairview  (ij  m.), 
a  gentle  grade  towards  the  end  turning  off  sharply  into  a  steep  descent  At 
the  foot  of  this,  he  may  turn  northwestward  again,  by  Hackensack  pike,  for 
the  Club  House  at  Ridgefield  (i  m.),  whence  two  northwest  roads  (rather 
sandy,  the  one  nearer  the  railway  being  preferable)  lead  to  Englewood  (5  m.). 
From  there  he  may  return  to  Fort  Lee,  along  the  macadamized  route  already 
described  (p.  81).  Southward  from  Fairview  to  the  toll-gate  at  Machpelah 
Cemetery  (2  m.),  I  have  found  (May  7,  '83)  the  Hackensack  road  to  supply 
pleasant  wheeling,  with  one  easy  hill ;  but  as  appearances  below  were  less 
favorable,  I  turned  about,  for  i  m.,  and  then  ascended  by  a  macadamized 
cross-road  to  the  Boulevard,  \  m.  to  the  east, — ^passing  another  parallel  road, 
midway  between  the  two.  The  distance  from  the  cemetery,  by  the  Hacken- 
sack pike,  to  the  head  of  Palisades  av.,  is  about  2  m.,  and  two  roads  branch 
off  from  it  to  Homestead,  whence  the  thoroughfare  distinguished  by  telegraph 
poles  stretches  across  the  marshes  to  the  hills  at  Carlstadt  (5  m.),  as  before 
described.  Other  routes  connecting  Newark  with  New  York  (at  130th  st 
ferry :  by  way  of  Belleville,  Carlstadt  and  Ridgefield ;  by  way  of  Little  Falls, 
Paterson,  Hackensack  and  Ridgefield ;  and  by  way  of  Paterson  and  Engle- 
wood,) are  described  in  my  thirteenth  chapter,  "Coasting  on  the  Jersey 
Hills  " ;  and  the  latter  might  perhaps  be  recommended  as  supplying  the  best 
connection  with  Boonton,  or  even  Morristown,  —  leaving  Newark  entirely 
aside,  in  favor  of  Singac,  Fairfield  and  Pine  Brook. 

My  descriptions  have  doubtless  made  this  fact  plain :  that  the  proper 
entrance  to  Manhattan  Island  for  every  touring  wheelman  from  the  south  or 
west,  who  wishes  to  ride  there,  or  to  prolong  his  journey  to  the  north  or  east, 
is  at  130th  St.  (ferry  from  Fort  Lee),  instead  of  at  the  down-town  ferries  con- 
nected with  the  termini  of  the  five  great  railway  lines.    My  recommendation 


to  a  cycler  who  may  be  brought  by  train  to  any  one  of  the  four  below 
Weekawken,  is  to  push  westward  With  his  wheel  to  the  top  of  Bergen  hill,  or 
else,  as  a  second  choice,  to  try  one  of  the  two  specified  ascents  above 
Hoboken,  and  thence  face  northward  to  Fort  Lee.  The  stranger,  however, 
may  readily  utilize  the  ferries  to  shorten  the  northward  wheeling  distance, 
and  at  the  same  time  give  himself  a  chance  to  watch  the  river  traffic.  Thus, 
if  he  leaves  the  Jersey  Central  train,  down  opposite  the  Battery,  its  boat  will 
land  him  at  Liberty  st.,  one  block  above  which  he  can  take  the  Pennsylvania 
road's  boat  back  to  Taylor's  Hotel,  and  its  other  boat  across  again  to 
Desbrosses  st-  Four  blocks  above  this,  and  \  m.  below  Christopher  st.,  is 
the  starting  point  of  a  line  of  steamboats  for  Fort  Lee ;  and  as  these  also 
make  a  landing  near  the  foot  of  23d  st.,  the  traveler  who  comes  in  by  Erie 
train  may  sail  all  the  way  to  130th  st.,  and  disembark  there  after  only  two 
changes  of  boats.  Those  who  disembark  from  the  down-town  boats  oif  the 
other  three  railways,  at  Liberty  St.,  Cortlandt  st.  or  Barclay  st.,  need  walk  less 
than  half  a  mile  to  reach  the  Erie  boat  at  Chambers  St.,  which  will  take  them 
back  across  the  river  to  the  other  Erie  boat  for  23d  st. ;  and,  in  like  manner, 
the  D.,  L.  &  W.  boat  up  to  Hoboken  may  be  taken  at  Barclay  st.  by  passen- 
gers from  the  other  three  railways,  who  prefer  this  double  passage  of  the 
river,  with  a  little  walking  on  the  New  York  side,  to  the  task  of  pushing  a 
bicycle  two  or  three  miles  on  the  sidewalks  and  back-streets  of  Jersey  City. 

Along  this  two  miles  of  river  front,  from  "  Pier  i  "  at  the  Battery  to 
"  Pier  51  "  at  Christopher  st.,  the  docks  are  continuous,  and  serve  as  points  of 
departure  for  nearly  all  the  ocean  steamers,  as  well  as  for  a  great  number 
of  others  which  ply  to  points  on  the  Sound,  the  rivers  and  the  sea  coast.  The 
famous  *•  floating  palaces  "  for  Albany  and  Troy  at  the  north,  for  New  Lon- 
don, Stonington,  Providence  and  Fall  River  at  the  east,  all  start  within  \  m. 
of  Desbrosses  st. ;  and  the  three  last-named  lines,  which  conduct  an  immense 
passenger  traffic  with  Boston,  start  within  less  than  \  m.  of  the  City  Hall. 
The  connection  between  all  these  docks  and  piers  and  ferry-houses  is  West 
St.,  which  extends  in  front  of  them,  its  inner  side  alone  being  solidly  lined 
with  buildings ;  and  South  st.  performs  a  similar  service  for  the  two  miles  of 
docks  which  stretch  upwards  from  the  Battery  along  the  east  side,  the  great 
Brooklyn  Bridge  being  suspended  over  them  at  about  the  half-way  point. 
Each  of  these  streets  is  poorly  paved  and  is  usually  crowded  with  heavy 
traffic,  so  that  the  horse-cars  of  the  east-side  and  west-side  Belt  lines  make 
slow  progress  through  them,  and  are  often  delayed  by  **  blocking."  The  lines 
take  their  name  from  the  fact  that,  starting  at  the  Battery,  they  keep  quite 
near  the  opposite  edges  of  the  island,  until  they  join  each  other  again  at  SQth 
St.,  the  lower  border  of  Central  Park.  The  east-side  Belt  runs  through  A  v. 
D  to  14th  St.,  through  Av.  A  to  23d  St.,  and  through  ist  av.  to  59th  St.,  while 
the  west-side  Belt  runs  through  loth  av.,  which  is  a  prolongation  of  West  st. 
above  14th  st.  T  believe  these  lines  are  the  only  ones  in  the  city  which  are 
chartered  to  transport  baggage  as  well  as  passengers ;  and  the  bicycler  may 


always  be  sure  that,  for  a  fee  of  5  or  lo  cents,  he  can  get  .his  wheel  carried, 
on  the  front  platform  of  a  Belt  car,  to  the  point  on  59th  st.  where  he  may  at 
once  touch  the  macadamized  roads  to  the  northward,  either  at  8th  av.,  at  5th 
av.,  or  at  Av.  A.  On  the  other  lines,  I  presume  that  a  quarter-dollar,  or  per- 
haps a  smaller  perquisite,  would  quiet  any  scruples  which  the  commander  of 
the  car  might  have  about  admitting  a  bicycle  to  the  platform,  when  no  passen- 
gers were  crowding  it.  I  recollect  that  no  objection  was  made  when  I  brought 
my  machine  down  from  11 6th  st.  to  59th  St.,  on  an  8th  ay.  car;  though  I  was 
then  able  to  pack  it  in  smaller  compass  than  usual,  on  account  of  having 
broken  it  in  two.  On  general  principles,  I  should  caution  a  stranger  against 
hiring  a  city  expressman  to  transport  his  wheel,  unless  he  is  content  to  see  it 
put  up  at  sheriffs  sale,  to  pay  for  "  charges."  Perhaps  even  then  he  would 
have  to  go  to  Ludlow  Street  Jail,  until  his  friends  at  home  could  raise  the 
cash  balance  still  due  to  the  honest  carrier. 

The  keepers  of  the  railway  baggage-rooms  in  the  ferry-houses  will  give 
an  official  receipt  (brass  check)  for  a  bicycle  left  in  their  charge,  but  "  their 
charge  "  will  be  a  quarter-dollar,  when  it  is  redeemed.  Such  storage-places, 
in  addition  to  their  safety,  and  their  convenience  to  a  man  who  wishes  to  go 
about  the  city  a  little  before  taking  his  wheel  up  to  130th  st.  by  the  river 
ferries,  or  to  59th  st.  by  Belt  car,  have  the  special  merit  of  being  accessible  at 
all  hours  of  the  night  as  well  as  of  the  day.  A  tourist  entering  the  city  dur- 
ing business  hours  (8  A.  M.  to  6  p.  m.),  at  any  of  the  designated  ferries  between 
Liberty  st.  and  Chambers  st.,  will  always  be  welcomed  to  temporary  storage 
for  his  wheel  at  the  office  of  the  Pope  Manufacturing  Co.,  12  Warren  st., 
which  is  next  south  of  Chambers  St.,  and  which  extends  from  the  river  to 
the  City  Hall  Park  at  Broadway,  \  m.  At  the  entrance  of  its  salesroom  may 
be  seen  the  old  original  "  Columbia  No.  234  "  (as  explained  on  p.  48),  making 
a  mute  appeal  for  "  1,000  more  supporters  "  for  this  present  true  history  of  its 
strange  life  and  adventures.  Second  only  in  importance  to  my  remarkable 
bicycle,  there  stands  hard  by  another  unique  object,  which  has  helped  it  to 
give  celebrity  to  the  city:  I  mean  the  great  structure  spanning  the  East 
River,— "the  largest  bridge  in  the  world,"— whose  terminus  is  just  across 
the  park.  The  length  of  the  bridge  considerably  exceeds  a  mile  (5,989  ft.), 
and  its  breadth  (85  ft.)  allows  a  central  promenade  (13  ft.)  for  foot  passengers, 
two  railroad  tracks  on  which  run  passenger-cars  propelled  by  a  stationary 
engine  at  the  Brooklyn  end,  and  two  broad  roadways  for  vehicles,  on  the 
outer  sides.  The  central  span  across  the  water,  hung  from  towers  whose  tops 
(measuring  120  ft.  by  40  ft.)  are  278  ft.  above  its  surface,  is  1,595  feet  long; 
the  span  on  each  side,  from  the  tower  to  the  anchorage,  is  930  feet  long ;  the 
approach  from  the  terminus  to  the  anchorage  is  1,562^  ft,  long  on  the  city 
side  and  971  ft.  on  the  Brooklyn  side ;  the  height  of  the  floor,  at  the  towers, 
above  high-water  mark,  is  1 19^  ft.  and  it  increases  thence  to  the  center  where 
it  is  135  ft.  above.  The  Brooklyn  terminus  is  68  ft.  above  high  tide.  The 
grade  of  the  roadway  is  3^  ft.  in  100  ft.;  and  its  material  is  stone  blocks  along 


the  approaches,  and  transverse  planks  in  the  center.  Construction  began 
January  2,  1870,  and  the  bridge  was  opened  May  24,  1883.  ^^^  cost  has  ex- 
ceeded $1 5,000,00a* 

The  only  time  that  I  ever  honored  this  celebrated  structure  by  driving 
"No.  234"  across  it,  was  on  March  25,  1884,  when  I  felt  constrained  to  do 
something  extraordinary  by  way  of  celebrating  my  wheel's  happy  escape  from 
beneath  the  heavy  hand  of  the  United  States  Government,  and  by  way  of 
compensating  it  for  the  ignominy  of  a  week's  enforced  association  with  the 
underlings  of  the  custom-house.  As  all  eastward-bound  vehicles  cross  in  the 
south  roadway  of  the  bridge,  and  all  westward-bound  ones  in  the  north  road- 
way, there  is  no  chance  for  collision,  and  the  path  is  wide  enough  to  allow 
a  bicycler  to  ride  past  a  team  which  may  be  moving  too  slowly.  He  himself 
will  probably  prefer  to  move  rather  slowly,  however,  both  in  order  that  he 
may  better  enjoy  the  view,  and  because  the  surface  is  not  favorable  to  rapid 
riding, — to  say  nothing  of  the  upward  half  of  the  grade.  Perhaps  the  southern 
roadway  affords  the  rider  a  finer  outlook,  though  the  views  on  both  sides  the 
bridge  are  wonderfully  attractive,  and  no  visitor  to  the  city  should  miss  the 
enjoyment  of  them.  The  pedestrians*  promenade  in  the  center,  having  an 
unobstructed  outlook  in  both  directions,  may  be  recommended  as  the  prefer- 
able place  for  the  sight-seer ;  and  caution  may  be  offered  against  the  gratings 
in  the  stone-paved  approaches  of  the  bridge,  as  liable  to  entrap  the  tires  of  a 
bicycle.  The  boats  of  Fulton  Ferry  start  just  below  the  bridge-tower  on  the 
Brooklyn  side, — ^though  they  are  \  m.  below  the  tower  on  the  New  York 
side,— and  in  each  city  they  start  from  the  terminus  of  a  thoroughfare  called 
Fulton  St.  The  other  terminus  of  this,  in  New  York,  at  West  St.,  is  within 
two  blocks  of  the  ferries  at  Cortlandt  st.  and  Barclay  st.  (}  m.);  but  a  tourist 
who  enters  the  island  at  either  of  those  points  and  wishes  to  take  ferry  to 
Brooklyn,  is  recommended  to  trundle  his  wheel  down  Broadway  to  Trinity 
Church,  and  thence  through  the  famous  "  gold-mine  "  which  it  faces,  to  Wall 
Street  Ferry,  whose  boat  will  land  him  at  the  foot  of  Montague  st.  Walking 
to  the  top  of  the  hill,  30  or  40  rods,  he  may  wheel  thence  without  dismount, 
mostly  on  asphalt,  to  the  entrance  to  Prospect  Park  (2I  m.),  which  is  the 
object  that  all  New  Yorkers  have  in  view,  whenever  they  go  to  Brooklyn. 

The  distinguishing  section  of  this  route  is  supplied  by  Schermerhorn  st., 
an  asphalt  stretch  of  f  m.,  included  between  Flatbush  av.,  from  which  it 
starts  diagonally,  and  Clinton  St.,  which  terminates  it  at  right  angles ;  and  this 
terminus  is  the  point  towards  which  wheelmen's  routes  converge  from  all  the 
lower  ferries  of  Brooklyn.  Thus,  from  the  Wall  Street  Ferry,  the  rider 
should  go  \  m.  on  Montague  st.  and  then  turn  right  for  \  m.  on  Clinton  St.,  to 
reach  the  point  in  question.  From  South  Ferry,  he  should  go  \  m.  on  the 
Belgian  blocks  of  Atlantic  st.,  then  turn  left  into  Henry  st.  (which  is  paral- 
lel to  Clinton  St.,  and,  like  it,  stretches  straight  southward  from  Fulton  st.  to 

"Appletons*  Dictionary  of  New  York,*'  p.  79. 


Gowanus  Bay,  i^  m.),  then  right,  into  Joralemon  st^  then  right,  into  Clinton 
St.  From  Hamilton  Ferry  (which  is  considerably  further  south,  though  its 
New  York  landing  is  at  the  Battery,  close  to  South  Ferry),  he  should  go 
through  Hamilton  av.  to  Union  st.  and  then  to  Henry  St.,  where  his  route  will 
be  the  same  as  before  given, — the  whole  distance  being  asphalt  except  a  few 
rods  of  stone  at  the  ferry.  From  Fulton  Ferry  he  should  walk  up  the  hill, 
one  block  to  the  right,  to  Columbia  Heights,  upon  whose  broad  western  side- 
walk he  may  wheel  \  m.  without  dismount,  to  Montague  st.  This  same  route 
should  also  be  taken  by  passengers  from  Catharine  Street  Ferry,  and  it  may 
be  taken  by  passenger  who  comes  over  the  Bridge, — though  in  each  case 
there  will  be  need  of  a  preliminary  \  m.  of  sidewalk  business.  A  more 
direct  route  from  the  Bridge  terminus  is  to  follow  the  sidewalk  of  Fulton  st. 
for  \  m.,  until  Clinton  st.  is  met,  branching  off  diagonally  to  the  right ;  or 
else  to  reach  Henry  st.  by  going  a  few  rods  along  any  one  of  the  side  streets 
which  branch  off  to  the  west  from  Fulton  st. 

It  will  appear  from  the  foregoing  that  a  tourist  who  lands  in  New  York 
at  any  of  the  ferries  on  West  st.,  and  who  prefei-s  (instead  of  visiting  Wall 
St.,  as  suggested)  to  follow  that  same  street  down  to  the  Battery  (either  on 
foot,  or  in  a  Belt  car),  may  there  begin  a  long  or  short  sail  across  to  landings 
in  Brooklyn,  which  are  almost  directly  connected  with  the  asphalt  pave- 
ments, that  reach  without  break  to  Schermerhorn  st.  The  Battery  is 
also  the  starting  point  of  the  ferry  boats  for  Staten  Island.  Brook- 
lyn, however,  by  means  of  the  so-called  annex  boats,  which  start  from  Ful- 
ton Ferry,  has  direct  water  communication  'with  all  the  railway  termini 
on  the  Jersey  side  of  the  Hudson;  and  the  traveler  from  the  south  or  west 
.  is  thus  enabled  to  reach  Long  Island  without  setting  foot  in  the  city  at  all. 
Assuming  him  now  to  be  at  the  head  of  Schermerhorn  st.,  whatever  route  may 
have  brought  him  there,  I  remark  that  its  asphalt  usually  has  holes  enough 
to  demand  careful  riding,  and  that  the  act  of  getting  over  the  horse-car  tracks, 
at  several  of  the  cross  streets,  is  sometimes  rather  troublesome.  Belgian 
blocks,  of  easily  ridable  surface,  will  be  found  on  Flatbush  av.,  where  one 
leaves  Schermerhorn  st.,  and  also  between  7th  av.  and  the  Park  terminus ; 
but  most  of  its  south-side  pavement  is  asphalt,  as  far  as  7th  av.,  down  which 
(or  down  6th  av.)  one  may  continue  on  asphalt  to  Lincoln  pi.,  or  to  Berke- 
ley pi.,  and  then  ride  up  the  hill,  still  on  asphalt,  by  either  of  those  parallel 
streets,  to  the  stone-paved  circle,  known  as  the  Plaza,  which  forms  the 
entrance  to  Prospect  Park,— i  m.  from  the  end  of  Schermerhorn  st.  The 
most  direct  route  from  Fulton  Ferry  to  that  point  is  through  Fulton  st.  and 
Flatbush  av.  (ij  m.);  and  a  stranger  who  may  have  any  curiosity  to  see  the 
City  Hall,  or  the  shops  of  the  chief  business  thoroughfare,  can  trundle  his 
wheel  in  that  direction  and  occasionally  improve  a  chance  for  riding  it  on  the 
sidewalk  flags  or  the  Belgian  blocks  of  the  roadway.  The  United  States 
Navy  Yard  may  be  entered  at  the  City  Park,  which  is  less  than  i  m.  from  the 
City  Hall,  and  which  may  be  reached  more  directly  by  going  through  Sands 


st^  at  the  terminus  of  the  Bridge.  The  Naval  Hospital  is  near  the  other  ex- 
tremity of  the  government  grounds,  i  m.  east  of  the  City  Park,  and  with- 
in ^  m.  of  Bedford  av.,  which  is  an  important  thoroughfare  (mostly  of  asphalt 
surface),  beginning  at  Division  av.  (J  m.  from  the  ferries  leading  to  Grand  st. 
and  Roosevelt  st.  in  New  York),  and  stretching  thence  southward,  2^  m.,  to  the 
Eastern  Boulevard,  at  a  point  f  m.  west  of  the  end  of  its  macadam,  and  1}  m. 
east  of  its  beginning,  at  the  stone-paved  Plaza  before  Prospect  Park. 

The  area  of  ground  contained  in  this  is  550  acres,  and  purchase  was 
made  in  June,  1866,  for  $5,000,000.  The  lake  covers  6i  acres,  and  is  over- 
looked by  the  "carriage  concourse"  (186  feet  above  the  ocean-level,  but 
easily  accessible  by  bicycle),  whence  a  fine  view  may  be  had.  The  "  drives  " 
for  carriages  extend  over  a  distance  of  8  m.,  there  are  3^  m.  of  bridle-road, 
and  II  m.  of  pedestrian  pathways  and  rambles,  lined  with  fine  old  trees,  and 
amply  supplied  with  drinking  fountains,  arbors  and  rustic  seats.  ^  Nearly  all 
the  walks  afford  a  good  wheeling  surface  of  concrete  or  else  hardened  gravel ; 
and  the  bicycler  may  well  disport  himself  upon  them  for  two  or  three  hours, 
in  a  leisurely  exploration  of  all  their  various  turns  and  windings;  for  no 
restriction  has  ever  been  put  upon  such  use  of  the  walks,  since  the  earliest 
recorded  days  of  Brooklyn  bicycling  in  '79.  But,  if  he  wishes  to  treat  the 
central  walk  of  the  park  as  a  thoroughfare  for  reaching  the  lower  entrance, 
he  will  find  the  distance  thither  to  be  2  m.,  divided  about  midway  by  **  the 
gardens,"  where  he  will  have  to  dismount  and  take  his  wheel  down  the 
steps  and  across  the  road ;  and  he  is  advised  to  dismount  also  at  the  next 
crossing.  Entrance  is  made  to  "  the  gardens  "  on  an  up-grade,  from  under 
an  arch;  and  a  turn  up-hill  to  the  right  will  take  one  to  the  "concourse" 
before  named,  while  a  turn  to  the  left  will  lead  across  the  road  without  the 
necessity  of  climbing  down  any  steps.  Still  a  fourth  route  may  be  taken  at 
"  the  gardens  "  by  going  down  the  steps  towards  the  lake,  and  following  the 
path  which  skirts  it :  finally  crossing  the  "  west  drive "  and  taking  a  path 
down  to  the  park  entrance,  just  opposite  the  end  of  the  more  direct  path. 

From  this  southern  entrance  or  exit  of  the  park,  there  stretches  the  Bou- 
levard—officially termed  the  Ocean  Parkway,  200  ft.  wide  and  6  m,  long — 
directly  down  to  the  ocean  beach  of  Coney  Island.  After  a  short  westward 
turn  from  the  entrance,  it  extends  due  south,  though  there  is  one  broad  angle 
near  the  end  which  causes  a  variation  from  a  perfectly  straight  line.  The 
broad  central  roadway  of  the  Boulevard  is  separated  from  the  narrower  road- 
ways on  each  side,  by  sidewalks  shaded  with  double  rows  of  trees,  and  it  can 
be  ridden  in  either  direction  without  dismount,  at  almost  any  time  between 
March  and  December,  though  the  condition  of  its  surface  greatly  varies 
with  the  seasons.  It  is  often  thronged  with  pleasure  vehicles  (especially  its 
northern  half),  and  it  witnesses  a  great  deal  of  fast  driving  and  racing, — 
stones,  marking  \  m.,  being  prominently  placed  along  its  west  side,  for  the 

l"AppletoDs'  Dictionary  of  New  York,''  p.  46,  somewhat  altered. 


benefit  of  those  who  wish  to  time  themselves.  The  grades  are  unimportant^ 
though  they  sometimes  call  a  halt  when  the  surface  is  muddy,  or  when  the 
road-master's  roller  has  been  too  long  absent.  At  the  ocean  side,  one  may 
comfortably  wheel,  on  concrete  or  plank  walks,  to  Vanderveer's  Hotel,  on 
the  west  (open  all  the  year  round),  or  to  the  more  fashionable  Brighton  and 
Manhattan  hotels  on  the  east,  which  are  open  only  from  June  to  October. 
During  that  interval,  the  return  may  be  made  to  New  York  or  Brookljm  by 
various  lines  of  steamboats  and  railway  cars ;  but  the  man  who  wheels  back 
must  simply  retrace  his  outward  course, — ^though  the  map  shows  a  highway 
stretching  through  Gravesend,  New  Utrecht,  Fort  Hamilton  and  Bay  Ridge 
to  the  west  side  of  Greenwood  Cemetery,  whose  eastern  border  is  quite  near 
the  southern  entrance  to  Prospect  Park. 

Two  miles  east  of  its  northern  entrance,  where  the  macadam  of  the  Bou- 
levard ends,  the  tourist  may  turn  to  the  left,  and  then  proceed  northeastward, 
by  rather  rough  road  to  East  New  York  (i  m.),  where  he  will  strike  what  is 
called  the  Jamaica  plank  road  (though  its  surface  is  mostly  rough  and  rutty 
macadam,  rather  than  planks) ;  whose  first  toll-gate  is  met  in  about  i  m.,  and 
the  second  one  in  }  m.  This  is  just  3  m.  from  the  end  of  the  Boulevard  (as 
measured  by  me  July  30,  *8o,  and  April  7,  '84),  and  on  the  latter  date  I  had 
an  excellent  spin  for  about  2\  m.,  or  until  I  passed  under  the  railway.  Ja- 
maica is  about  2  m.  beyond  this ;  but  I  only  proceeded  half  that  distance 
before  turning  off  into  the  Hoffman  Boulevard,  a  sandy  and  hilly  thorough- 
fare, much  of  it  unridable,  which  extends  northward  to  Newtown,  4^  m. 
Macadam  stretches  thence  westward  through  Winfield,  and  up  a  steep  hill 
which  I  was  barely  able  to  ride  (July  13,  1880),  for  almost  2m.;  followed  by 
i^  m.  of  poor  sidewalks,  to  Queens  County  Court  House,  and  then  i  m.  of 
smooth  flagstones,  to  Hunter's  Point  Ferry.  This  route  from  Newtown  may 
be  varied  by  turning  northward  from  the  macadam,  \  m.  after  crossing  the 
railroad  at  Winfield,  and  going  i  m.  more  by  a  somewhat  winding  course  to 
"  Dickinson's  "  a  well-known  cross-roads  tavern,  and  thence  z\  m.  to  Astoria 
Ferry,  which  is  the  northernmost  connection  between  Long  Island  and  New 
York.  Its  opposite  landing  is  at  92d  St.,  just  above  BlackwelPs  Island,  but 
its  boats  also  make  a  half-dozen  passages  daily  down  to  Beekman  st,  adjoin- 
ing Fulton  Ferry,  6m.  below.  My  earliest  printed  road-report  describes  a 
ride  from  Astoria  Ferry  (Aug.  29,  '79),  "  northward,  along  the  flags  of  the 
sidewalk,  for  about  \  m.,  till  the  macadam  is  reached  at  the  top  of  a  hill  by 
a  church, — on  Trafford  St.,  I  think.  Thence  a  down-grade  leads  to  the  shore 
road,  which  is  excellent  for  more  than  a  mile,  though  a  short,  rough  hill  re- 
quires a  single  dismount.  The  view  of  the  Sound  just  above  Hell  Gate  is 
before  the  rider  all  the  while,  and  is  a  very  pretty  one.  Afterwards,  at  the 
street  whose  terminus  is  just  south  of  the  ferry,  beside  the  bridge  over  Suns- 
wick  Creek,  and  whose  name  I  think  is  Broadway,  I  rode  due  east  on  the  dirt 
and  flag  sidewalks  for  i  m.  or  more.  By  turning  left,  I  might  thei>  "have 
reached  the  direct  road  for  Flushing,  which  I  tried  on  a  return  journey  some 


time  later ;  but  I  should  recommend  the  tourist  thither  to  go  to  the  end  of  the 
shore  road,  before  described,  and  there  turn  inland  to  meet  the  Flushing  road, 
at  a  point  2  m.  from  the  ferry.  His  own  route  to  that  point  will  thus  be  4  m., 
and  though  I  am  unacquainted  with  the  latter  half  of  it,  I  am  sure  it  cannot 
be  more  disagreeable  than  the  2  m.  of  direct  road.  The  southward  route 
from  the  bridge  at  the  ferry,  which  I  crossed  on  foot,  allows  riding  on  the 
flag-«tones  I  m.  without  dismount,  to  the  post  office  at  Ravenswood,  and 
then  I  m.  more  without  dismount  to  the  ferry  at  Hunter's  Point." 

This  ferry  lands  nearly  opposite,  at  34th  st.,  also  at  7th  st.  (i^  m.  due 
east  from  Washington  Square),  and  at  James  Slip,  which  is  the  third  pier 
above  the  tower  of  the  big  bridge.  Next  below  James  st.  is  Roosevelt  St.,  by 
whose  ferry  a  return  may  be  made  up  the  river  to  the  Broadway  Ferry, 
Brooklyn,  which  is  within  \  m.  of  the  asphalt  of  Bedford  av.,  as  before 
described ;  or  the  Brooklyn  side  may  be  reached  near  the  Bridge,  by  taking 
ferry  at  foot  of  Catherine  st.,  which  is  second  above  James  st.  The  Broad- 
way Ferry  connects  Broadway,  Brooklyn,  with  Grand  St.,  N.  Y.,  which  is  an 
important  thoroughfare  stretching  westward  across  the  island  to  Desbrosses 
St.,  whose  ferry  is  2\  m.  distant,  and  may  be  reached  directly  by  horse-car.  In 
New  York,  the  ferry  takes  its  name  from  Grand  st.,  and  some  of  its  boats  go 
to  Grand  st.  in  Brooklyn,  \  m.  north  of  the  Broadway  landing,  and  just  south 
of  the  ferry  to  Houston  St.,  N.  Y.  This  is  also  an  important  thoroughfare, 
through  which  the  tourist  may  trundle  his  bicycle  i  m.  to  Broadway,  and  then 
a  similar  distance  to  West  St.,  \  m.  below  Hoboken  Ferry.  At  the  east 
end  of  Grand  st.,  and  very  near  the  east  end  of  Houston  st.,  one  may  take  a 
"  green  "  car  which  runs  to  the  Weehawken  Ferry,  at  42d  st.,  crossing  5th 
av.  at  Broadway  and  23d  st.  From  the  foot  of  23d  st.,  J  m.  east  of  this  cross- 
ing, another  ferry  may  be  taken  to  Greenpoint  av.,  Brooklyn,  which  is  i  m. 
below  the  ferry  at  Hunter's  Point,  and  a  similar  distance  above  the  one  at 
Grand  st.  This  Greenpoint  Ferry  also  sends  boats  to  loth  st.,  i^  m.  east  of 
Washington  Square.  The  boats  between  Astoria  and  Beekman  st.  make  a 
stop  at  Greenpoint  av.,  or  very  near  it;  but  the  excursion  steamers  to  Flush- 
ing, Roslyn,  Glen  Island  and  other  places  on  the  Sound,  rarely  land  on  the 
east  side  at  any  point  above  Fulton  Ferry,  though  they  take  New  York  passen- 
gers at  or  near  Grand  st.,  loth  st.,  23d  st.  and  34th  st.  At  Glen  Island  there 
are  extensive  sidewalks  of  concrete ;  and  the  tourist  may  thence  easily  cross 
to  the  macadamized  roadway  of  the  mainland,  at  New  Rochelle,  and  either 
wheel  directly  back  to  Harlem  Bridge,  or  else  proceed  to  Port  Chester  and 
Tarry  town,  by  routes  given  on  pp.  73-76.  Newtown  Creek  is  just  below  Hun- 
ter's Point ;  and  the  interval  between  there  and  the  asphalt  of  Bedford  av. 
(3  m.)  contains  no  better  pavement  than  Belgian,  while  sidewalk-riding 
presumably  requires  a  dismount  at  every  curb, — though  two  lines  of  horse 
cars  are  available  for  the  journey.  What  were  formerly  the  villages  of  Green- 
point and  Williamsburg  are  now  combined  to  form  Brooklyn's  **  Eastern  Dis- 
trict" (abbreviated  to  E.  D.,  for  postal  purposes),  and    its  only  building 



prominent  enough  to  serve  as  a  landmark  is  the  Williamsburg  Savings  Bank, 
whose  dome  can  be  seen  from  quite  a  distance.  It  may  serve  to  pilot  the 
wheelman  to  the  head  of  Bedford  av.,  \  m.  south  and  west.  A  fountain  marks 
the  head  of  the  avenue,  whence  one  may  go  on  the  Belgian  pavement  of  4th 
St.  four  blocks  to  Broadway,  and  thence  four  blocks  to  the  ferry. 

Prospect  Park,  in  Brooklyn,  seems  alwa3rs  to  have  been  managed  by  men 
of  intelligence,  whose  governing  motive  has  been  to  make  it  as  pleasant  a 
resort  as  possible  for  all  classes  of  citizens ;  instead  of  a  red-tape  lab3rrinth  for 
the  exhibition  of  "  rules,"  or  a  piece  of  political  plunder  whose  "patronage" 
might  help  their  own  personal  aggrandizement.  Hence,  though  it  is  some- 
what illogical  in  the  managers  to  welcome  cyclers  to  the  walks  (where  wheels 
do  not  properly  belong)  and  to  exclude  them  from  the  macadamized  roadways 
(where  they  by  right  ought  to  be,  with  the  other  pleasure  carriages),  their 
mistake  is  one  of  judgment,  and  it  causes  little  practical  inconvenience.  They 
were  quick,  at  the  very  outset,  to  recognize  bicycling  as  an  attractive  and 
gentlemanly  pastime,  well-worthy  of  their  approval  and  encouragement ;  and 
their  rules  concerning  it,  however  unwise  they  may  be  in  fact,  or  unjust  in 
theory — were  based  upon  that  friendly  belief,  and  not  upon  stupidity,  nor 
perversity  nor  narrow-minded  ill-will.  The  Park  Commissioners  of  New  York, 
on  the  other  hand,  seem  to  be  a  rather  ignorant  and  dull-witted  set  of  people, 
whose  quarrels  and  "  dead-locks  "  over  the  great  question,  "  How  to  make  *  a 
fair  divvy  *  of  the  patronage  ? "  have  been  for  years  one  of  the  minor  scandals  of 
metropK>Iitan  government.  The  average  intellectual  caliber  of  men  who  let  a 
magnificent  popular  pleasure-ground  fall  into  decay  while  they,  its  appointed 
conservators,  devote  most  of  their  official  lives  to  wrangling  over  the  engage- 
ment of  John  Smith  as  gate-tender  or  the  dismissal  of  John  Brown  ste  cart- 
driver,  is  evidently  not  large  enough  for  the  easy  reception  of  new  ideas. 
Hence  comes  about  the  absurdly  amusing  anachronism  that  the  managers  of 
the  most  famous  public  park  of  the  most  enterprising  and  novelty-welcoming 
nation  on  the  face  of  the  globe  have  decided  to  "  write  themselves  down  **  in 
history  at  the  very  last  end  in  the  list  of  obstructionists,  who  will  have  finally 
been  forced  to  submit  to  the  inevitable  and  grant  wheelmen  the  simple  justice 
of  "  equal  park-privileges  "  with  other  citizens.  The  rulers  of  Central  Park 
may  putter  and  palaver  with  the  plain  commands  of  Fate  for  a  while  longer, 
but  the  ultimate  execution  of  those  commands  is  just  as  inexorable  as  if  they 
were  addressed  to  people  endowed  with  a  better  capacity  for  recognizing 
manifest  destiny. 

Nearly  six  years  ago,  I  printed  a  half-column  letter  in  one  of  the  city 
dailies,!  saying-  "The  announcement  that  the  Park  Commissioners,  at  their 
yesterday's  session,  decided  *  unanimously '  against  the  admission  of  bicycles 
to  Central  Park,  though  it  may  seem  to  the  uninitiated  like  a  final  settlement 
of  the  question,  in  reality  only  serves  to  open  it.    There  are  at  present  prob- 

iln  TJu  Warldy  October  27,  1879,  fifth  page,  fourth  column. 



ably  no  more  than  a  dozen  or  fifteen  bicycle  riders  in  the  city,  and  as  they  are 
naorganized  and  unacquainted  with  each  other^  it  is  plain  that  the  *  unanimous 
nq^tive '  of  the  Commissioners  was  called  forth  by  the  petition  of  only  a 
very  few  individuals.  When  the  number  of  metropolitan  bicyclers  increases 
to  lOOb  as  it  surely  will  within  twelve  months,  or  to  500,  as  it  probably  will 
within  two  years,  their  right  to  share  the  benefit  of  the  public  parks  can 
hardly  be  disputed  by  any  one«  When,  then,  the  bicycle  riders  shall  outnum- 
ber the  horseback  riders,  though  they  may  not  demand  the '  equal  justice '  of 
having  a  like  number  of  roads  built  for  tkdr  exclusive  use,  they  will  surely 
have  influence  enough  to  gain  for  their  wheels  the  full  freedom  of  rolling 
along  the  existing  roads.  *  *  *  After  all,  however,  jt  may  happen  that 
the  metropolitan  bicyclers  of  the  future  will  not  ride  in  Central  Park.  The 
dreadful  possibility  that  I  refer  to  is  that  the  Park  of  the  future  may  not  be  a 
fit  place  for  a  gentleman  to  ride  in.  Certainly,  if  its  paths  and  other  belong- 
ings are  allowed  to  go  towards  destruction  as  rapidly  in  the  immediate  future 
as  they  have  gone  during  the  brief  period  since  Mr.  Frederick  Law  Olmsted 
was  so  politely  thrown  overboard  by  the  revolution  of  a  machine  which  is 
not  a  bicycle  (I  mean  the  machine  called  '  city  politics  *),  no  bicycler  will 
have  any  inducement  to  visit  it,  except  it  be  the  mournfully  sentimental  one 
of  gazing  upon  a  magnificent  ruin." 

Surreptitious  spins  on  the  park  paths  and  roads  were  occasionally 
indulged  in»  during  i879-'8o,  mostly  "  'neath  the  light  of  the  midnight  moon,'^ 
by  youngish  riders  who  cared  less  for  their  own  personal  dignity  than  for  the 
adventurous  "  fun  "  of  slipping  noiselessly  past  the  drowsy  guardians  of  the 
forbidden  domain;  but,  in  the  spring  of  j88i,  the  clubs  of  the  city  united  in 
a  formaT  petition  that  their  just  right  to  enjoy  its  privileges  be  recognized. 
A  favorable  report  was  made,  on  the  ist  of  June,  by  that  one  of  the  Park 
Commissioners  to  whom  the  matter  was  referred,  as  a  special  committee  (S. 
H.  Wales,  resigned  April  4,  1885);  but  the  majority  "  objected,"  and  so  put 
upon  the  wheelmen  the  necessity  of  making  a  test-case.  Accordingly,  at  about 
9  A.  M.  of  Saturday,  July  2, — a  forenoon  made  memorable  by  the  assassin- 
shot  fired  at  President  Garfield, — three  of  their  representatives  entered  the 
park  at  6th  av.  and  iioth  st.:  H.  H.  Walker,  of  the  Manhattan  (aged  33), 
riding  a  bicycle,  and  S.  C.  Foster  and  W.  M.  Wright,  of  the  Mercury  (aged 
28  and  26  respectively),  riding  a  tricycle.  Their  arrest  quickly  followed,  as 
by  arrangement  with  the  captain  of  police,  and,  after  the  few  hours'  detention 
needed  for  the  formalities  of  refusing  to  pay  a  $5  fine  and  of  securing  a 
release  on  parole,  the  long-talked-of  suit  against  the  Park  Commissioners 
was  fairly  under  way.  More  than  a  year  later,  Judge  Lawrence,  in  Supreme 
Court,  Chambers,  decided  it  by  saying  that  he  would  not  interfere  with  the 
jndgment  of  the  Commissioners,  though  he  made  no  pretense  of  defending  that 
judgment ;  and  in  March,  1883,  the  Supreme  Court,  in  full  bench,  sustained 
this  technical  decision, "  not  to  grant  the  petition  for  a  writ  of  habeas  corpus ^'^'^ 

lAn  abflCract  of  this  was  given  in   Tht  Whttl^  July  19,  1883,  p.  173 ;  an  abstract  of  the 


Public  opinion,  as  represented  by  the  press,  arrayed  itself  with  constantly 
increasing  emphasis  on  the  side  of  the  cyclers,  during  these  two  years  of 
"  lawing,"  however ;  and  "  politics  "  had  meanwhile  substituted  one  or  two 
men  of  modem  ideas  for  the  "  objectors  "  of  the  old-red-sandstone  period,  in 
the  composition  of  the  Board ;  so  that,  when  the  League  voted  to  have  its 
fourth  annual  parade  in  New  York,  permission  was  graciously  granted  the 
paraders  to  wheel  through  the  park.  The  appearance  of  700  of  them  there 
(May  28,  1883)  served  still  further  to  fix  popular  approval,  and  Commis- 
sioner Viele,  in  responding  to  a  toast  at  the  evening's  banquet  **  said  that  it 
was  the  first  day  in  many  months  in  which  there  had  been  no  accidents  in  the 
park  from  runaway  horses,  and  showed  by  the  whole  tenor  of  his  speech  that 
he  was  in  favor  of  allowing  wheelmen  all  the  privileges  accorded  to  horse- 
men." The  following  week,  June  8,  the  Park  Commissioners  voted  the  use 
of  the  "  west  drive  "  of  the  park  {S9th  st.  at  8th  av.  to  i  loth  st.  at  7th  av.), 
between  midnight  and  9  a.  m.,  to  such  members  of  the  League  as  the  Pres- 
ident thereof  might  recommend  them  to  issue  passes  to, — he  consenting  to  be 
held  responsible  for  the  conduct  of  these  favored  ones  while  in  the  park.  The 
privilege  was  soon  extended  so  as  to  include  the  Riverside  Drive  "  except 
between  3  and  7  P.  m."  ;  and  the  exception,  so  far  as  I  am  aware,  wais  never 
enforced.  In  fact,  after  the  first  few  weeks  of  the  experiment,  no  proper-ap- 
pearing bicycler  was  ever  asked  to  show  his  "  certificate,"  at  any  hour,  on  the 
Riverside  Drive, — and  very  rarely  was  he  asked  for  it  when  entering  the  park 
itself  before  9  a.  m.  Last  autumn,  however,  the  anger  of  the  authorities  was 
aroused  somewhat  by  the  sight  of  numerous  "  beginners,"  ununiformed  and 
unskilful,  wobbling  and  tumbling  about  the  lower  part  of  the  Drive ;  and,  as 
a  remedy,  the  orders  now  in  force  were  issued,  December  4,  1884. 

These  rules  ignore  the  League  in  favor  of  the  clubs,  and  substitute  for 
the  written  permit  (which  the  gate-keepers  were  too  lazy  to  demand  a  sight 
of)  a  metal  badge  ("  to  be  inscribed  with  the  owner's  name  and  worn  upon 
the  left  breast ")  of  such  monster  size  as  to  challenge  general  notice.  To 
wearers  of  these  badges,  the  Riverside  Drive  and  the  west  drive  of  the  park 
from  59th  St.  to  72d  St.,  are  open  at  all  hours ;  and  the  west  drive  from  72d 
st  to  iioth  St.  is  also  open  from  midnight  until  9  a.  m.;  except  that  tricycles 
are  not  admitted  to  the  park  at  all.  "  Lighted  lamps  must  be  carried  at 
night ;"  and  this  is  also  one  of  the  rules  of  Prospect  Park.  The  rule  that 
"  badges  will  be  issued  only  to  competent  riders,  members  of  regularly  organ- 
ized and  uniformed  clubs,  whose  captains  will  be  held  responsible  for  the 
conduct  of  their  members,"  was  modified  in  January  so  as  to  include  those 
of  the  unattached  who  are  willing  to  prove  their  competency  by  a  display  of 

lawyers'  speeches,  April  la,  i38a,  p.  117;  the  report  of  Commissioner  Wales,  with  st^ggested 
rules  for  bicycling  in  the  park,  Feb.  1,  1S82,  p.  76 ;  Comments  of  "  J.  W.'*  upon  these  nilesand 
upon  a  volume  containing  940  pp.  of  "  testimony  in  the  case,"  Feb.  15,  i88a,  p.  84.  The  expenses 
of  litigation  were  borne  by  the  Pope  Mfg.  Co.,  of  Boston,  and  amounted  to  nearly  $8,000,  as  is 
explained,  with  other  details  of  the  case,  in  their  little  book,  "  What  and  Why,*"  pp.  48-50. 



whcelmanship  satisfactory  to  a  representative  of  the  Commissioners,  "  who 
will  conduct  an  examination  of  candidates,  in  front  of  the  Arsenal,  every 
Friday  morning.** 

In  process  of  time,  of  course,  all  this  tiresome  official  tomfoolery  will  be 
thrown  overboard  in  New  York,  just  as  all  similarly  silly  devices  (for  inter- 
fering with  the  right  of  cyclers)  have  already  been  thrown  overboard  by  every 
other  civilized  city  in  the  world.  No  vehicle  invented  by  man  ever  stood  in 
so  little  need  of  "  regulation  **  (to  prevent  interference  with  the  rights  and 
pleasures  of  others)  as  does  the  modem  bicycle  or  tricycle ;  and  the  only 
"rule  "  about  it  that  needs  enforcing  in  a  public  park  is  the  same  rule  that 
most  be  enforced  there  concerning  every  other  pleasure-carriage :  namely,  its 
expulsion  from  the  roads  whenever  the  incompetence  or  recklessness  of  its 
driver  renders  it  a  public  nuisance.  The  incompetence  or  recklessness  of  our 
Park  Commissioners  has  insured  to  New  York  the  bad  eminence  of  standing 
last  on  the  list  of  cities  whose  road-rulers  have  shown  the  mental  and  moral 
strength  requisite  for  grasping  this  simple  truth.  The  length  of  the  interval 
by  which  the  metropolis  of  America  is  destined  to  lag  behind  the  other  great 
capitals  of  the  world,  in  respect  to  doing  justice  to  cyclers,  may  be  shortened 
in  three  ways :  (i)  by  increasing  the  pressure  of  public  opinion  upon  the  exist- 
ing Commissioners ;  (2)  by  trying  to  insure  the  accession  of  men  of  modern 
ideas  to  vacancies  in  the  Board ;  (3)  by  carrying  the  test-case  to  the  Court  of 
Appeals,  in  order  that  final  judgment  may  there  be  pronounced  on  its  merits, 
and  on  the  ultimate  authority  of  the  Commissioners,  after  a  presentation  of 
arguments  by  the  ablest  of  lawyers.^ 

**  Number  791,"  on  the  east  side  of  Fifth  Avenue,  just  opposite  the  S9th 
St.  entrance  to  Central  Park,  was  the  wheelmen's  headquarters  in  the  early 

1  Central  Park  has  an  area  of  S40  acres  (exclusive  of  the  15  acres  of  Manhattan  Square  and 
the  3^  acres  of  Morningside  Park,  which  are  separated  from  it  by  8th  av.) ;  and  the  work  of 
creating  it  oat  of  a  waste  of  rock  and  swamp  was  begun  in  1857, — ^the  credit  for  the>  landscape 
design  of  it  being  doe  to  Frederick  Law  Olmsted  and  Calvert  Vaux.  Its  length  exceeds  i\  m. 
by  S56  ft.,  and  its  breadth  is  79  ft.  more  than  \  m.  Tlie  length  of  its  macadamized  carriage- 
waiys  or  drives,  haring  an  averse  width  of  54  ft  and  a  maximum  width  of  60  ft.,  is  about  9  m.; 
the  length  of  the  bridle-paths,  having  an  average  width  of  z6i  ft.,  is  about  5^  m.;  and  the 
lei^h  of  the  walks  or  footpaths,  having  an  average  breadth  of  13  ft  and  a  maximum  breadth  of 
40  ft ,  is  about  38^  m.  The  wooded  ground  covers  about  400  acres,  on  which  have  been  set  out, 
dnoe  the  opening  of  the  park,  more  than  500,000  trees,  shrubs  and  vines.  The  Croton  Reser- 
voir, which  extends  nearly  across  its  entire  width,  may  be  considered  as  separating  it  into  two 
parts,— the  part  lying  above  the  northern  Ime  of  the  reservoir  comprising  about  \  the  area  of  the 
park.  Its  seven  western  gates,  on  8th  av.,  are  at  59th,  72d,  79th,  85th,  96th,  looth  and  xxoth 
sts. ;  and  the  seven  eastern  gates,  on  5th  av.,  are  at  the  same  streets,  except  that  90th  takes  the 
place  of  85th,  and  load  takes  the  place  of  looth.  The  reservoirs  have  an  area  of  143  acres,  and 
the  lakes  of  the  park  cover  43  acres  additional.  A  description  has  already  been  given  of  the 
four  transverse  roads  (p.  68)  which  allow  the  east<and-west  traffic  to  go  on  beneath  the  level  of 
the  park ;  and  some  statistics  of  the  future  may  be  added,  for  the  sake  of  completeness,  con- 
cerning the  six  new  parks  which  have  been  inojected,  in  and  near  the  annexed  district,  north  of 
the  Harlem  River  :  (i)  Van  Cortlandt  Park,  just  below  the  Yonkers  line,  within  less  than  a 
mk  of  the  Hudson  River,  1,069  acres;  (2)  Bronx  Park,  between  West  Farms,  and  William's 


years  of  metropolitan  cycling.  A  shabby  wooden  structure  there  supplied 
shelter  for  the  clubs,  whose  respective  "rooms"  were  inclose  connection 
with  the  office,  salesroom  and  repair-shop  of  a  bicycle  agency, — afterwards 
removed  to  59th  st  The  establishment  of  G.  R.  Bidwell  &  Co.,  on  60th  st 
(No.  4),  now  offers  to  cyclers  in  that  part  of  the  city  all  nee4ed  facilities  for 
repairs  or  storage.  Bicycles  and  tricycles  may  there  be  hired  (at  50c.  or  75c. 
for  an  hour — %2  or  I3  for  a  day  of  twelve  hours)  for  use  upon  the  road ;  and 
learners  may  secure  the  aid  of  "  a  competent  instructor  of  six  years'  experi- 
ence," in  the  spacious  riding-school  on  the  second  floor,  which  extends  across 
the  front  of  Nos.  2  and  4.  Below  it  (No.  2)  are  the  rooms  of  the  Ixion  Bicy- 
cle Club,  for  two  years  occupied  by  the  Citizens  Bicycle  Club,  whose  perma- 
nent home  is  on  58th  st.  (No.  313,  north  side,  a  few  doors  west  of  8th  av.) 
The  Wfuel  of  April  18,  18S4,  presented  a  picture  and  full  description  of  "  this 
first  house  ever  built  to  be  specially  and  entirely  devoted  to  the  use  of  a  bicy- 
cle club,"  and  praised  the  success  of  the  architect,  a  club-member,  who  de- 
signed it.  The  corner-stone  was  laid  December  27,  1883,  and  the  dedicatory 
reception  was  given  December  3, 1884.  The  material  of  the  house  is  brick 
and  terra-cotta,  and  it  covers  a  lot  measuring  100  by  20^  ft.  In  order  to  have 
legal  possession  of  this  important  piece  of  property,  the  club  was  incor- 
porated under  the  laws  of  the  State,  August  30,  1883  (though  its  organization 
dates  from  June  i,  1S82) ;  and  its  printed  list  of  active  members  in  August, 
1884,  exhibited  76  names.  The  rooms  of  the  New  York  Bicycle  Club  (organ* 
ized  December  18,  1879,  and  having  41  active  members  and  7  honorary  ones, 
in  February,  1885),  are  in  the  building  at  the  corner  of  57th  st.  and  Broadway 
They  have  served  satisfactorily  as  headquarters  for  the  past  two  years ;  and 
as  the  club-janitor  is  housed  in  the  top  story,  entrance  can  be  had  at  any 
hour.  The  members  of  this  oldest  city  club  are  banded  together,  as  a  matter 
of  business  convenience,  for  riding  and  touring  purposes, — distinctively  if  not 
exclusively, — and,  while  not  lacking  in  esprit  for  the  organization  as  such, 
they  do  not  depend  at  all  for  their  other  social  pleasures  upon  meetings  at 
the  club-house.    A  similar  characterization  may  be  applied  to  the  Brooklyn 

Bridge,  divided  by  the  river,  653  acres ;  (3)  Crotona  Park,  below  N.  3d  and  Boston  a^s.,  135 
acres ;  (4)  Mary's  Park,  in  Morrisania,  about  25  acres ;  (5)  Claremont  Park,  about  ]  m.  east 
of  High  Bridge,  38  acres;  (6)  Pelham  Bay  Park,  on  Long  Island  Sound,  about  1,700  acres. 
With  coastal  indentations  and  open  water-front,  this  park  will  have  a  shore  line  o!  nine  miles ; 
and  it  is  to  be  connected  with  Bronx  Park  and  Van  Cortlandt  Park  by  a  macadamized  boule- 
vard.— "  Appletons'  Dictionary  of  New  York,"  pp.  50,  348,  somewhat  altered. 

At  the  present  writing  (April  14,  1885)  the  New  Parks  Bill,  proposed  by  Mayor  Grace,  as  a 
substitute  for  the  act  of  1884,  whose  provisions  are  presented  above,  is  pending  before  the  New 
York  Legislature.  This  bill  reduces  the  total  area  of  the  six  parks  fr<»n  3,945  acres  to  1,400 
acres,— cutting  oflf  Pelham  Bay  Paric  entirely,  and  substituting  for  it  Edgewater  Park  (33  acres), 
now  known  as  Spofford*s  Point  and  bounded  by  Edgewater  road,  Hunter's  Pcnnt  rood,  Farragul 
St.  and  the  shore  of  the  Sound.  The  bill  reduces  Van  Cortlandt  Park  to  about  750  acres,  Brooz- 
Park  to  about  300  acres,  and  Crotona  Park  to  90  acres ;  and  it  limits  to  $1,000,000  the  amount  to 
be  raised  by  tax  at  the  outset,  whereas  the  act  of  1884  requires  the  issue  of  $3,000,000  in  botlds. 


Biqrcle  Club  (organized  June  21,  1S79),  whose  rooms  are  at  366  Livingston 
iX^  corner  of  Flatbush  av^  one  block  north  of  the  asphalt  of  Schermerhorn  st. 
The  new  headquarters  of  the  Long  Island  Wheelmen  (50  members)  are  i  m, 
beyond  this,  on  the  corner  of  Flatbush  av.  and  9th  av.,  just  at  the  entrance  of 
Prospect  Park.  .The  rooms  of  the  Heights  Wheelmen  (at  159  Montague  St., 
north  side,  about  half-way  between  Henry  and  Clinton  sts.,  \  m.  from  the 
ferry),  are  very  generally  frequented  by  the  members,  as  a  sort  of  social 
resort,  in  much  the  same  way  that  the  Ixion  rooms  are  used,  in  New  York  j 
and  the  Brooklyn  Heights  Bicyclers,,  a  boys'  club,  store  their  wheels  near  by, 
at  188  Columbia  Heights.  In  the  Eastern  District,  the  rooms  of  the  Bedford 
Cycling  Club  (organized  October  5,  1884,  and  having  about  25  members)  are 
at  775  Bedford  av.;  while  at  159  Clymer  st.,  just  off  from  the  asphalt  of  Bed- 
ford av.  stands  the  club-house  of  the  Kings  County  Wheelmen,  a  two- 
story  structure  of  brick,  newly  refitted  for  its  present  tenants.  Organized 
March  17,  1881,  and  legally  incorporated  May  7,  1884,  this  club  has  always 
been  a  very  active  one  in  regard  to  the  management  of  racing  and  social 
**  events  " ;  and,  in  respect  to  the  number  and  enterprising  good-fellowship  o{ 
its  members,  it  ranks  as  a  sort  of  east-side  counterpart  of  the  Citizens  Bicycle 
Club,  of  New  York.  Its  house  is  within  \  m.  of  the  ferry,  and  is  quite  near 
the  rooms  long  occupied  by  the  club  at  138  Division  av. 

At  each  and  all  of  these  club-quarters,  the  visiting  wheelman  is  likely  to 
find  at  least  a  few  members  waiting  to  welcome  him,  on  almost  any  evening; 
and,  on  Saturday  afternoqyis  and  Sunday. popmings,  he  will  be  likely  to  find 
several ^t  them  rea^yjfc'^ficorapany  hiB|  over  their  favorite  roads.  If  he 
reach  the  club-rooihsf(4SViAg  business  hours,  when  no  members  are  in  attend- 
ance, he  will  usually  ^d  a  janitor  in  charge,  to  whose  keeping  he  may  safely 
entrust  his  wheel.  A  storage  room  for  bicycles  may  also  be  found  in  the 
basement  of  "  the  magnificent  temple  of  the  New  York  Athletic  Club,"  on 
the  southwest  corner  of  6th  av.  and  55th  St.,  though  I  allude  to  it  chiefly  for 
the  sake  of  calling  the  stranger's  attention  to  the  existence  of  this  "  finest 
athletic  club-house  in  the  world,"  which  cost  $300,000,  and  was  taken  posses- 
sion of  by  its  members  in  February,  1885.  As  regards  the  rapidit)'  with  which 
the  visitor  may  make  combination  of  the  various  ferry-routes  which  I  have 
described  (pp.  85, 88,91)  as  a  means  of  getting  around  the  city,  and  as  regards 
the  expensiveness  of  the  process,  I  may  say  that  the  ferries  near  the  foot  of 
the  island  make  very  frequent  passages,  and  charge  a  toll  of  one,  two  or 
three  cents;  which  is  increased  to  ten  cents  in  the  case  of  the  Battery  boats 
to  Staten  Island,  the  "annex  "  boats  connecting  Jersey  City  with  the  Brook- 
lyn end  of  the  Bridge,  and  the  East  River  boats  connecting  the  New  York 
end  of  the  Bridge  with  Astoria  and  Long  Island  City  (Hunter's  Point,  oppo-. 
site  34th  St.).  A  tax  equal  to  the  toll  is  exacted  against  the  bicycle  on  most 
of  these  routes  (Staten  Island,  I  think,  is  one  of  the  exceptions) ;  whereas  the 
boats  at  130th  st.  (loc.),  42d  st.  (5c.)  and  between  Canal  st.  and  Fort  Lee 
(15c.)  make  no  charge  for  the  machine,  if  my  own  experience  represents  their 


rule.  These  up-town  ferries,  and  also  the  ones  running  from  Astoria^  make 
fewer  trips  than  those  in  the  down-town  region,  and  they  stop  business  for 
the  night  at  an  earlier  hour.  Five  cents  is  the  uniform  fare  on  all  the  horse- 
car  lines  of  the  city,  on  the  Broadway  stages,  and  on  the  elevated  railway's 
during  six  hours  of  each  day  (5.30  to  8.30  a.  m.,  and  4.30  to  7.30  p.  m.),  and 
during  the  whole  of  Sunday.  During  the  other  eighteen  hours  of  the  other 
six  days  of  the  week,  the  fare  is  ten  cents,  on  all  the  elevated  roads ;  and  I 
.  recommend  the  visitor  to  ride  the  full  length  of  all  of  them,  as  the  cheapest 
way  of  exhibiting  to  himself  the  magnitude  and  massiveness  of  the  metropolis. 
I3y  starting  at  the  Battery  in  a  train  of  the  so-called  6th  av.  line  (which 
enters  that  avenue  2  m.  above,  by  the  street  just  below  Washington  Square, 
and  which  leaves  it  at  53d  St.,  continuing  thence  through  9th  and  8th  avs. 
to  the  Harlem  River  at  iSSth  st ),  the  tourist  may  be  carried  10  m.  in 
a  comfortable  and  elegant  car,  whose  windows  will  show  him  a  swiftly-chang- 
ing succession  of  strange  and  interesting  scenes.  So  novel  and  expeditious  a 
mode  of  sight-seeing,  at  such  insignificant  a  cost  as  half-a-cent  ainile,  is  no- 
where else  offered  in  the  world.  From  the  elevated  terminus,  the  journey 
may  be  continued  by  a  connecting  train  across  the  Harlem  to  High  Bridge, 
Kingsbridge,  Yonkers  and  Tarrytown,  through  the  Nepperhan  valley,  already 
described  (pp.  75,  79) ;  and  a  belated  bicycler,  who  may  choose  to  leave  his 
wheel  in  that  region  for  the  night,  can  therefore  get  back  to  the  city  with  but 
slight  cost  or  delay.  I  advise  the  explorer  on  the  return  trip  to  change  cars 
at  59th  St.  (which  is  the  station  nearest  the  clubs*  headquarters  and  the  south- 
west corner  entrance  of  Central  Park),  and  go  thence  by  the  9th  av.  line, 
along  the  west  edge  of  the  city,  to  the  terminus  at  the  Battery.  He  will  do 
well,  also,  to  "  stop  over  "  for  a  train  or  two  at  i  i6th  St.,  the  loftiest  station 
in  the  city,  for  the  sake  of  a  more  leisurely  view  of  the  wide  stretch  of  coun 
try  there  spread  out  before  him.  The  concourse  of  pleasure  vehicles  which 
may  be  overlooked  here  in  the  afternoon,  and  the  long  rows  of  street  lamps 
in  the  evening,  make  this  station  a  particularly  notable  one.  It  differs  ffom 
most  in  being  placed  inside  the  tracks,  instead  of  outside  them, — thus  en- 
abling a  transfer  to  be  made  between  the  trains  going  in  opposite  directions, 
without  the  necessity  of  an  intermediate  descent  to  the  street.  Such  change 
implies  the  payment  of  a  new  fare,  however,  whereas  no  extra  charge  is  made 
the  traveler  for  any  number  of  changes  between  trains  going  in  the  same  di- 
rection. The  3d  av.  line  leads  from  the  Battery  to  Chatham  Square,  thence 
through  the  Bowery  to  8th  st.  and  thence  through  3d  av.  to  the  terminus  at 
129th  St.,  just  below  Harlem  Bridge.  This  is  nearly  a  mile  east  of  the 
nearest  station  on  8th  av.,  and,  though  a  horse-car  line  makes  close  connec- 
tion, the  explorer  is  advised  to  walk  eastward  along  127th  st.  to  the  terminus 
of  the  2d  av.  line,  and  ride  back  in  one  of  its  cars  to  Chatham  Square.  This 
route  turns  away  from  2d  av.  at  23d  st.  (after  allowing  its  passengers  to  look 
down  upon  the  tops  of  four-story  houses,  and  to  have  extensive  views  <rf  ■ 
East  River  in  the  region  of  Hell  Gate),  and  it  connects  at  the  Chatham 



Square  terminus  with  the  3d  av.  line  to  the  Battery,  and  also  with  a  short 
line  to  the  City  HaJI  (entrance  to  the  Bridge).  Another  transfer  may  be 
made,  without  payment  of  extra  fare,  along  the  short  line  through  34th  St., 
connecting  both  the  3d  av.  and  the  2d  av.  tracks  with  the  ferry  to  Hunter's 
Point  (Long  Island  City) ;  and  still  another  branch  connects  the  42d  st.  sta- 
tion on  3d  av.  with  the  Grand  Central  Depot.  After  thoroughly  exploring 
these  remarkable  railways  (implying,  say,  about  40  m.  of  travel,  at  a  cost  of 
20c.),  I  advise  the  visitor  to  take  a  seat  beside  the  driver  of  an  omnibus 
at  one  of  the  ferries  (either  at  the  Battery,  or  at  Wall  St.,  or  at  Fulton  st.), 
and  ride  up  through  Broadway  and  one  of  the  avenues  to  the  terminus  of  the 
line  (joth  st.,  42d  st.,  or  47th  st.).  The  station  of  the  United  States  Army 
Signal  Service  in  the  tower  of  the  Equitable  Building,  at  120  Broadway,  is 
the  third  outlook  which  I  always  recommend  to  the  man  who  wishes  to  "  see  " 
New  York  City.  Elevators  give  free  access  to  the  roof;  and  the  views  to  be 
had  there  (or  from  the  adjacent  spire  of  Trinity  Church,  which  must  be 
dimbed  on  foot)  can  be  matched  nowhere  else  upon  this  planet,  in  respect  to 
the  vastness  and  variety  of  human  bustle  and  activity  simultaneously  ex- 
hibited upon  both  land  and  water.  Neither  London,  nor  Paris,  nor  Liver- 
pool, nor  any  other  one  of  the  world's  great  ports  or  capitals,  can  show  any- 
thing at  all  comparable  to  it 

••  The  County  Atlas  of  Westche«ter»»  (New  York  :  J.  B.  Beers  &  Co.,  36  Vesey  st,  187a,  pp. 
80,  price  $10)  has  proved  of  great  service  in  the  compiUtion  of  the  present  report,  and  I  recom- 
meod  its  study  to  those  who  wish  to  make  extensive  explorations  by  wheel  in  the  region  de- 
soibed.  Its  largest  map  (about  28  inches  square,  on  a  scale  of  4  dl  to  the  inch,  divided  by  lo-m. 
drdes  centering  in  the  New  York  City  Hall)  takes  in  the  cities  of  New  Haven,  Ct.»  Poaghkeep- 
sie,  N.  Y.,  Trenton,  N.  J.»  several  towns  of  Pennsylvania,  and  nearly  all  of  Long  Island.  The 
other  pages  measure  14  by  17  inches,  and  the  last  70  of  them  are  given  entirely  to  maps,  some  of 
which  show  the  entire  surface  from  the  Battefy  to  Tarrytown  and  beyond,  on  a  scale  of  120  rods 
to  the  inch.  The  same  publishers  issue  atlases,  of  similar  size  and  price,  for  more  than  30  other 
counties  of  the  State,  and  for  more  than  100  counties  in  other  States,  as  follows :  Maine,  a  ;  Ver- 
mont, 10;  Massachusetts,  ro;  Connecticut,  6 ;  New  Jersey,  10;  Pennsylvania,  ai ;  Maryland, 
a ;  Ohio,  9 ;  Kentucky,  5 ;  Michigan,  11 ;  Missouri,  14 ;  Kansas,  7.  They  also  publish  pocket- 
maps  at  the  following  prices  :  New  York  City  and  surroundings,  %\ ;  Brooklyn,  3sc. ;  Kings 
Coanty  (which  includes  Brooklyn),  50c. ;  Long  Island,  75c. ;  Lake  George,  $ ;  Sullivan  and 
Ubter  Counties,  50c. ;  Rockland  and  Orange  Counties,  soc.  (the  scale  of  these  county  charts 
being  2^  m.  to  the  inch,  and  the  site  of  the  sheet  about  24  by  18  inches). 

The  "  Descriptive  Catalogue  of  maps  and  atlases  published  by  G.  W.  &  C.  B.  Colton  &  Co.  '* 
(32  pp.,  fine  type,  sent  free  from  182  William  St.,  N.  Y.)  gives  the  prices  of  about  250  mapn, 
covering  all  sections  of  the  Union,  and  many  foreign  countries.  I  ui^  those  who  may  wish  to 
buy  large  wall>maps,  for  hanging  up  in  wheelmen's  club-rooms,  to  consult  this  list ;  and  I  shall 
describe  several  of  its  pocket-maps  in  the  foot-notes  of  my  Uter  chapters.  It  is  to  be  understood 
that  each  map,  unless  otherwise  specified,  is  printed  in  colon,  on  bank-note  paper,  and  folded 
in  a  doth-bound  cover.  I  heartily  recommend  to  every  explorer  of  the  region  described  in  the 
present  chapter,  Colton's  "Westchester  County**  (issued  1867,  revised  1884;  scale,  i  3-4  m. 
to  the  inch ;  sheet,  29  by  18  in.;  price,  75c.),  which  represents,  with  perfect  deamess,  all  of  my 
routes  lying  in  that  county,  and  also  the  roads  in  the  southwest  comer  of  Connecticut  Another 
adminbie  chart  for  bicyders,  on  account  of  its  large  scale,  i-a  m.  to  the  inch,  is  "  Staten 
Island**  (1884,  32  by  27  m.,  %i%  while  "Long  Island,**  2  m.  to  the  inch,  is  also  excellent  (1873, 



revised  1884,  68  by  32  in.,  $2.50),  though  rather  unwieldy  for  pocket  um.  It  shows  the  road» 
along  the  whole  coast  of  Connecticut,  for  5  m.  inland,  and  also  contains  a  special  map  of  Brook- 
lyn and  the  lower  5  m.  of  New  York  ;  so  that,  mounted,  for  the  wall  (#5),  it  would  be  an  addi- 
tion to  any  metropolitan  club-room.  Smaller  maps  of  the  island  are  published  at  $1.50  (58  by 
27  in.)  and  50c.  (25  by  12  in.),  and  separate  maps  of  Brooklyn  (37  by  30  in.  and  32  by  24  in.)  at 
similar  prices.  "  New  Vork  City  "  (78  by  32  in.),  with  hotels  and  public  buildings  shown,  costs 
$2.50  (mounted,  $5);  or  the  lower  half  of  the  same  (39  by  32  in.),  the  region  below  96th  St., 
can  be  had  alone  for  $1.50;  but  a  better  city  map  for  hanging  in  a  club-room  is  that  which 
shows  all  the  country  within  15  m.  of  the  City  Hall,  on  a  scale  of  1-2  m.  to  the  inch  (64  by  64  In., 
mounted,  $6).  A  pocket-map  on  a  smaller  scale  (29  by  26  in.),  showing  all  the  country  within 
33  m,  of  the  City  Hall,  and  having  lo-m.  circles  reckoned  from  there,  may  bi  bought  for  %\ ;  and 
another  one  of  the  city  and  suburbs  (26  by  19  in.),  scale  1-2  m.  to  the  inch,  for  50c.  Of  New 
York  State,  there  are  four  maps  (iS  by  14  in.,  32  by  29  in.,  42  by  38  in.  and  74  by  70  in.),  costing 
respectively,  50c.,  ^i,  $1.50  and  ^10, — the  latter  being  French's  toix>graph!cal  map,  mounted. 
New  Jersey  has  three  (i3  by  14  in.,  26  by  19  in.  and  26  by  35  in.),  prices  50c.,  75c.  and  J1.25,— 
the  latter  being  on  a  scale  of  5  m.  to  the  inch,  and  having  its  railroad  distances  shown  by  space- 
marks  signifying  miles.  A  new  map  of  the  oorthem  half  of  New  Jersey  is  promised  for  1SS6; 
with  the  adjoining  southern  counties  of  New  York,  and  a  good  part  of  Westchester  county  00 
the  east  (75c.  or  ;^i),  and  its  scale  of  3  m.  to  the  inch  will  doubtless  make  it  acceptable. 

Other  map-publishers  are  G.  H.  Adams  &  Son,  59  Beekman  st.,  and  E.  Stciger,  25  Park  pi, 
and  the  offices  of  all  four  are  quite  near  the  City  Hall  Park.  Facing  this,  is  the  newly-opened 
sporting-goods  emporium  of  A.  G.  Spalding  &  Bros.,  241  Broadway;  while  the  similar  extensive 
establishment  of  Peck  &  Snyder,  at  the  old-time  quarters,  136-130  Nassau  st,,  b  only  a  few  steps 
away.  E.  I.  Horsman's  store,  80-82  William  St.,  is  about  1-4  m.  beyond;  and  the  route 
thither  leads  past  I.  Perigo's,  87  Nassau  st,,  and  R.  Simpson's,  98  Fuhon  st.  Wilson's  "  Busi- 
ness Directory  ''  presents  classified  lists  of  all  the  trades  and  professions.  Trow*s  "  City  Direc- 
tory," giving  the  pames,  occupations  and  addresses  of  the  entire  fixed  population  of  New  York, 
is  kept  open  for  the  use  of  the  wayfarer  at  every  drug-store  ;  and,  by  application  at  the  office  of 
any  hotel,  he  may  freely  consult  Mackey's  "  A.  B.  C,  Guide,"  or  Bullinger's  "  Counting  House 
Monitor,**  published  weekly  and  containing  the  time-tables  of  the  railway  and  steamboat  lines, 
with  fares,  distances,  and  other  useful  information. 

There  is  one  book,  however,  which  the  explorer  of  the  metropolis  should  inevitably  buy,  and 
carry  in  his  pocket  for  constant  reference.  I  mean  "Appletons'  Dictionary  of  New  York,"  com- 
piled by  Townscnd  Percy,  in  1879,  and  having  new  editions  in  each  year  since  then,  "  revised  to 
the  date  of  issue."  It  contains  248  pages,  compactly  printed  in  double  columns  of  brevier, 
measures  6|  by  4I  inches,  is  half-an-inch  thick,  weighs  seven  ounces,  and  is  mailed,  postpaid,  on 
receipt  of  30c.  by  the  publishers,  D.  Appleton  &  Co.,  of  Bond  st.  One  of  its  maps,  on  a  scale 
of  i^  inches  to  the  mile,  shows  all  the  roads  of  the  city  to  the  Yonkers  boundary  (including  those 
of  Central  Park),  wilh  the  routes  of  the  horse-cars,  the  elevated  railways  and  the  ferries  ;  another 
map  gives  the  lower  2  m.  of  the  island  and  a  part  of  Brookl)'u,  on  a  larger  scale  ;  and  a  third 
map  exhibits  a  section  of  the  region  round  about,  on  a  scale  of  4  m.  to  the  inch.  Time-tables 
and  fares  of  all  the  ferries,  locations  of  the  piers,  starting-points  of  all  the  steamboat  and  steam- 
shl]>  lines,  routes  of  the  horse-cars,  rates  of  cabs  and  hacks,  stations  of  the  elevated  roads, 
din.xifry  of  streets,  and  lists  of  telegraph-offices,  police-stations,  theaters,  hotels,  restaurants, 
chiirrlies,  clubs,  societies,  hospitals,  and  other  institutions,  may  be  mentioned  among  the  nuro- 
berles-i  carefully  classified  bits  of  statistics,  compa(;tly  presented,  which  render  this  little  book 
wnrihv  of  its  big  name.  It  is  a  genuine  pocket-companion,  which  no  visitor  can  afford  to  be 
wIlhrKLit,  and  which  will  save  from  three  to  ten  times  its  cost  during  e^ery  day  of  his  sojourn. 

For  the  convenience  of  wheelmen  who  may  desire  to  have  this  pretent  chapter  as  a  pocket* 
cQiTipanion  also,  I  intend  to  republish  it  as  a  separate  pamphlet  (to  be  supplied  by  mail  in  return 
for  twrinty-five  on  "-cent  <tamps),  and  I  shall  prepare  for  it  a  special  index,  giving  references  not 
only  (41  every  town  and  village  but  also  to  every  street,  roa4,  ferry,  club-houae,  hotel  and  land- 
tnark  i)f  any  sort  whose  name  is  mentioned  in  the  text. 




When  I  finished  my  500m.  autumn  tour,  on  the  last  Friday  evening  of 
last  September,  by  circling  round  the  fountain  in  Washington  Square,  the 
old  straw  hat  which  had  sheltered  my  head  during  the  journey  was  "  unani- 
mously called  in."  Mortal  eye  saw  it  not  again  until  the  early  dawn  of  the 
last  Saturday  in  May,  when  the  dozen  bicyclers  who  rode  in  the  baggage-car 
from  Fall  River  to  Boston  had  the  pleasure  of  inspecting  that  same  historic 
head-gear.  By  that  sign  also  was  my  identity  revealed  to  the  youth  who  had 
consented  to  take  a  two-days'  ride  with  me,  according  to  my  proposal  in  the 
BL  IVorld,  and  who,  after  a  lo-m.  spin  from  the  suburbs,  was  awaiting  my 
arrival  in  front  of  the  Hotel  Brunswick. 

Mounting  there  at  8.30,  we  took  a  5-m.  path  to  Harvard  Square,  stop- 
ping a  half-hour  for  breakfast  at  Carl's,  and  proceeded  through  Cambridge, 
Maiden,  and  Lynn,  to  Salem,  where  we  tarried  from  1.45  to  3  P.  M.  at  the 
Essex  House,  26^  m.  from  the  start;  thence  to  Wenham;  4  m.,  one  hour; 
Ipswich,  6  m.,  |  h. ;  and  Rowley  railroad  station,  5  m.,  f  h.  There  we  took 
the  train  to  Portsmouth,  N.  H. ;  and  after  indulging  in  4  m.  more  of  wheel- 
ing, in  order  to  visit  the  Kittery  Navy  Yard,  in  the  State  of  Maine,  dis- 
mounted for  the  night  at  the  Rockingham  House,  at  8.15.  The  weather  of 
the  day  had  been  favorable ;  for  though  the  clouds  threatened  in  the  morning 
and  a  few  rain-drops  really  fell,  the  afternoon  was  bright.  The  clouds  of  the 
next  morning,  however,  were  not  only  threatening,  but  they  fulfilled  their 
threat.  We  left  Portsmouth  at  5  o'clock,  and  reached  the  Merrimac  Hotel 
in  Newburyport,  20  m.,  at  8.45,  in  a  thoroughly  dampened  condition,  for  the 
heavy  mist  of  the  early  part  of  the  ride  definitely  turned  into  rain  during  the 
last  hour.  The  last  5  or  6  m.  comprised  the  poorest  roads  encountered  on 
the  tour,  and  during  the  last  2  m.  the  mud  became  quite  troublesome.  Hav- 
ing breakfasted  and  cleaned  our  wheels,  we  had  a  fire  made  for  the  drying  of 
our  garments,  and  betook  ourselves  to  reading,  as  a  pleasant  way  of  passing 
the  time  until  the  5  o'clock  train  should  start  for  Boston.  Even  when  we 
went  down  to  dinner  at  1.30,  we  had  no  hope  of  avoiding  this  inglorious  end- 
ing of  our  excursion,  though  the  rain  ceased  to  fall  soon  after  noon.  The 
bright  sun,  however,  soon  tempted  an  examination  of  the  roads,  and  the  ex- 
amination tempted  us  to  risk  the  mud  and  start  along  at  2.45. 

Once  clear  of  the  shaded  streets  of  the  town,  we  found  no  trouble,  for 
the  soil  and  sunshine  had  absorbed  the  moisture  of  the  morning,  and  the 

iFrom  751^  Bkyclhig  World,  August  26,  1881,  pp.  X8S-189. 


track,  freed  from  the  dust  of  the  previous  day,  was  at  its  very  best.  The  rain 
had  freshened  all  the  foliage  and  given  life  to  the  atmosphere  ;  the  fruit  trees 
were  in  full  bloom,  and.  in  many  cases  so  overhung  the  road  as  to  fill  the  air 
with  fragrance ;  in  short,  it  would  be  hard  to  imagine  pleasanter  conditions 
for  riding.  The  pump  on  Rowley  Green,  6  m.,  was  reached  in  an  hour  after 
starting,  during  which  hour  about  a  mile  of  perfect  shell  road  was  whizzed 
across,  and  the  second  hour  showed  a  record  of  8  m.  more.  The  third  hour, 
6}  m.,  brought  us  to.  Salem,  in  ample  season  for  the  train.  When  I  dis- 
mounted in  front  of  the  Hotel  Vendome,  Boston,  at  8.20  o'clock,  the  cyclom- 
eter indicated  93  m.  for  the  two  days.  My  companion  proceeded  a  little 
further,  and  as  he  rode  somewhat  before  joining  me,  his  record  for  the  two 
days  was  a  dozen  miles  greater.  Considering  that  he  was  a  boy  of  eighteen, 
who  had  never  before  been  on  a  tour  or  ridden  more  than  20  m.  in  a  day,  I 
thought  his  ability  to  do  105  m.  without  inconvenience  or  subsequent  ill- 
effects  was  a  pretty  good  proof  of  the  healthfulness  of  bicycling.  He  was  a 
leader  on  the  road  more  of  the  time  than  a  follower,  and  he  often  bobbed 
along  serenely,  through  sand  and  ruts,  when  I  myself,  out  of  prudent  regard 
for  my  more  venerable  bones,  preferred  to  make  frequent  dismounts.  Save 
for  the  six  hours'  delay,  we  should  have  covered  the  whole  distance  from 
Portsmouth  to  Boston  on  that  memorable  29th  of  May ;  and  I  am  sure  he 
will  always  be  as  glad  as  I  am  to  recommend  the  track  in  question  to  all 
wheelmen  who  have  not  as  yet  had  the  pleasure  of  its  acquaintance.^ 

My  record  for  Monday,  the  30th,  was  19}  m.,  which  included  4  m.  in  the 
tail  of  the  great  parade,  and  an  afternoon  spin  to  Chestnut  Hill  Reservoir. 
The  next  day  I  did  a  similar  distance,  as  one  of  a  party  of  eighteen,  who 
lunched  at  the  Blue  Bell  Tavern  in  Milton,  by  invitation  of  the  Boston  men. 
Wednesday  afternoon  (I  did  n't  get  started  till  afternoon,  because  I  did  n't 
••  go  home  till  morning,"  from  the  orgies  at  St.  Botolph's)  I  went  to  Dedham, 
and  rode  some  35  m.  over  the  admirable  roads  of  that  region,  including  an- 
other visit  to  the  reservoir,  and  a  coast  down  the  hill  there,  when  my  wheel 

lln  wheeling  towards  Portsmouth,  the  Seabrook  sands  can  be  ax'oided  by  following  the 
horse-car  tracks  from  Newburyp<»t,  by  the  Chain  Bridge,  to  Amesbury,  instead  of  crossing  the 
Merrimac  River  on  t&e  old  travel  bridge,  near  the  railroad  bridge  at  Newburyport.  After  cross, 
bg  the  Chain  Bridge,  wheelmen  should  take  the  second  right  turn  at  the  guide4x}ard  marked 
"  18  m.  to  Portsmouth,"  which  road'  leads  to  the  large  Rocky  Hill  meeting-house,  where  a 
guide-board  is  marked  "  Hampton,  9  m.,"  which  road  ends  at  Methodist  Churdi  in  Seabrook. 
Thence  the  regular  travel  road  can  be  followed  to  Portsmouth.  On  the  return  trip  the  right- 
hand  guide-post  at  the  fork  of  the  roads  at  the  Methodist  Chiuxi)  in  Seabrook,  marked  "  Ames- 
bury  Village,  3^  m.,"  should  be  followed,  instead  of  the  left  (me,  "  Newburyport,  4]  m."  At 
the  open  space,  about  2  m.  beyond,  is  a  guide-board  inscribed  "  Newbur3rport,  a  m.,"  meaning 
the  boundary  line,  not  the  dty.  This  road  4eads  to  Rocky  Hill  meeting-house,  where  the 
straight  road,  instead  of  turning  to  the  left,  leads  to  the  horse-car  tracks  north  of  Chain  Bridge. 
This  route  is  only  about  a  mile  longer  than  the  direct  road,  and  with  the  exception  of  one  sharp 
hill,  the  road  is  excellent,  and  free  from  sand.  The  trip  of  65  ra.  from  Boston  to  Portsmouth, 
can  be  easily  made  in  a  day  by  any  fair  rider,  and  I  myself  have  made  it  without  any  forced  dis- 
mounts on  account  of  hills  or  sand.— Tslzah,  in  BL  World,  Aug.  a6,  1881,  p.  190L 


ran  away  with  me  but  did  n*t  qoite  throw  me  off.  Dm-ing  about  half  of  this 
afternoon's  ride  I  had  a  pleasant  chance  companion  in  the  person  of  a  sturdy 
youth  on  a  big  wheel,  who  said  his  brother  drove  a  sixty-inch,  and  who  will 
himself,  I  doubt  not,  ultimately  attain  the  requisite  stature  for  driving  a  sim- 
ilar monster.  On  Thursday  morning,  at  9  o'clock,  having  sent  my  baggage  to 
Springfield,  I  bade  adieu  to  the  Hotel  Vendome,  and  rode  out  to  Cambridge 
for  breakfast.  I  had  planned  to  start  at  5 ;  but  the  rain  was  drizzling  down 
when  the  waiter  called  me  then,  and  I  was  glad  to  sleep  for  another  three 
hoars.  Even  at  9  the  sun  had  not  been  shining  long  enough  to  dry  the  roads ; 
but  by  noon,  when  I  left  Harvard  Square,  all  ill-effects  of  the  rain  had  dis- 
appeared. At  Mount  Auburn  Cemetery,  the  superintendent  denied  my  ve- 
hicle the  privilege  of  entering  the  gates  ;.  so  I  journeyed  throqgh  North  Cam- 
bridge to  the  Monument  House  in  Lexington,  where  I  stopped  for  lunch  at  a 
o'clock,  some  21m.  from  the  start  and  10  m.  from  the  college  yard.  I  was 
told  that  the  road  towards  Concord  was  inferior,  and  so  went  from  Lexington 
to  Waltham,  an  excellent  spin  of  6^  m.,  in  about  }  h.  Leaving  there  a  half- 
hour  later,  my  first  stop  was  caused  in  an  hour  by  some  road  repairs  in 
Wellesley,  7J  m.  At  South  Framingham,  I  took  another  rest,  leaving  there 
at  6^  and  reaching  Northboro'  hotel,  14^  m.,  at  7.45,  making  54}  m.  for  the  day. 

When  I  made  my  next  mount,  at  5.30  on  Friday  morning,  a  chilly  wind 
from  the  east  blew  against  my  back  and  threatened  all  the  while  to  turn  the 
prevailing  heavy  mist  into  unmistakable  rain.  The  best  I  dared  hope  for 
was  to  reach  Worcester  before  the  roads  should  get  too  slippery.  I  did 
reach  the  railroad  station  there,  9  m.,  in  1}  h.,  which  I  thought  creditably  fast 
traveling,  considering  the  hills.  Where  the  roads  fork  at  about  the  middle  of 
the  journey,  I  took  the  ''  new  "  or  left-hand  one,  and  went  down  grade  for 
about  a  mile  to  the  railroad  track  (where  perhaps  a  tourist  bound  for  Bos- 
ton might  well  take  the  road  for  Westboro*  rather  than  the  Northboro*  road, 
down  which  I  came).  If  any  of  the  Worcester  riders  remember  the  bad 
words  I  used  about  the  journey  from  that  city  to  South  Framingham,  in  the 
reix>rt  which  I  printed  concerning  my  first  ride  from  Springfield  to  Boston  in 
1879,  let  me  confess  to  them  that  it  was  all  a  mistake, — a  clear  case  of  "a 
good  man  gone  wrong."  Trusting  to  the  Grafton  route  described  in  "  The 
American  Bicycler,"  I  failed  even  to  follow  that  with  accuracy,  and  therefore 
used  up  the  whole  of  a  day  in  doing  some  25  m.  I  now  wish  to  say  that  the 
proper  track  between  Worcester  and  Boston  is  as  good  a  one  as  need  be. 

The  east  wind  and  heavy  mist  were  as  threatening  as  ever  when  I  finished 
breakfast  in  Worcester ;  but,  remembering  the  proverb  that  "  it's  an  ill-wind 
that  blows  nobody  good,"  I  ventured  to  hope  that  mine  might  be  the  body 
which  this  particular  ill-wind  (cursed  through  the  chattering  teeth  of  every- 
one else  whom  I  met)  was  destined  to  benefit.  So  at  7.40  I  mounted  again, 
and  in  an  hour  had  got  to  the  hill  beyond  the  brick  church  in  Leicester, 
nearly  6  m.  I  stopped  next  at  Spencer,  an  hour  later,  4^  m.  The  mist  here 
was  almost  thick  enough  to  cut,  and  the  shivering  Spencerians,  clad  in  over- 


coats,  evidently  felt  murderous  towards  me  for  my  apparent  ability  to  keep 
warm  without  a  coat  of  any  sort.  Brookfield,  8}  ro.,  was  reached  at  ii.3$, 
and  West  Brookfield,  3  m.,  \  h.  later.  Wlien  I  started  on  again  at  2  o'clock,  the 
mjst  had  lifted,  but  the  east  wind  was  still  threatening  me,  and  at  times  in 
the  afternoon  there  were  occasional  brief  sprinklings  of  rain.  At  the  hill  by 
the  lakq  side,  about  a  mile  beyond  the  hotel  where  I  should  have  taken  the 
left^haiia  road  to  Warren,  I  took  the  right-hand  one  ;  and,  when  I  discovered 
^  .my  mistake, .  \  determined,  rather  than  retrace  3  m.  of  poor  road,  to  push  on 
^ '  ,  "  to  Ware  instead,  and  complete  my  tour  to  Springfield  by  that  longer  (and 
'^tm-^  prpbabl